On January 6, 2008, at 1010 eastern standard time, a Piper PA-28-161, N109ND, collided with the ground during a forced landing following a loss of engine power, in the Everglades, near Miami, Florida. The Certified Flight Instructor (CFI) and Student Pilot reported no injuries. The airplane sustained substantial damage. The flight was operated by Silver Express Company under the provisions of 14 Code of Federal Regulations Part 91, as an instructional flight. Visual meteorological conditions prevailed, and no flight plan was filed for the local training flight.
According to the CFI, they had departed Tamiami-Executive Airport (KTMB) at 0800 en route to the training area. He stated that they were at the training area for about 30-minutes, at 2000 feet above ground level (AGL), practicing steep turns. After the training lesson they were returning to TMB for a full stop landing. They contacted the tower 10-miles west of the airport at 2000 feet AGL. We were instructed to report 4-miles away from the airport on a straight in approach for runway 9L. We were at 1500 feet of altitude at about 6 miles out when the engine quit. The CFI stated that he immediately took the flight controls and set up for best glide speed. Several unsuccessful attempts were made to restart the engine. The CFI contacted the tower and declared an emergency. The CFI picked out an off airport landing site which looked smooth, but as they approached the ground there were swamp and rocks. During touch down the nose and left main gear sheared off. After the airplane came to a complete stop the CFI and student pilot exited through the cabin entry door. The CFI contacted the flight school and the chief pilot, and approximately 30 minutes after the accident, a Miami-Dade Fire Rescue helicopter arrived at the scene. The CFI and student pilot were transported back to TMB.
Examination of the airplane by an FAA Inspector found the nose and left main landing gear separated, substantial damage to both wings and wrinkling of the engine firewall. Examination of the engine found that the magneto's produced spark, the cylinders had compression and the engine rotated easily. The fuel filters were clean and bright, fuel was observed at the carburetor. Examination of the throttle linkage found the throttle cable housing lower sleeve detached from the upper housing. When the throttle in the cockpit was moved from idle to full power the carburetor throttle arm could be held in idle with little force with one finger.
The CFI stated to an FAA Inspector during a subsequent interview that the throttle felt loose, he said that the engine "momentarily" increased in power as they conducted the emergency checklist while moving the throttle following a change in the magneto switch position. However, it was a very brief and un-sustainable change in power, and they were forced to conduct the emergency landing.