On December 12, 2008, about 1615 eastern standard time, a Piper PA-28-235, N38558, was substantially damaged during a forced landing following a loss of engine power after takeoff from a private airstrip near New Bern, North Carolina. The certificated commercial pilot was not injured. Visual meteorological conditions prevailed, and no flight plan was filed for the local personal flight, which was conducted under the provisions of 14 Code of Federal Regulations Part 91.
In a written statement, and a telephone interview, the pilot stated that the airplane was last flown about 3 weeks prior to the date of the accident flight. About 2 weeks prior to the accident flight, the pilot fueled the airplane and attempted to fly again, but was unable to as the battery did not have sufficient power to start the engine. The pilot subsequently used a charging device to restore power to the airplane's battery. The pilot noted that the airplane had only flow about 10 hours during the past year, and that its oil was last changed during the annual inspection in January 2008.
On the day of the accident flight, the pilot began the preflight inspection of the airplane about 1530. During the inspection he drained fuel samples and noted no abnormalities. Near the conclusion of the inspection, a friend of the pilot stopped by, and they talked for about 20 minutes. During the conversation, the pilot noted that fuel began running out of the fuel vent on the right wing. After concluding the conversation, the pilot boarded the airplane, started the engine, and let it run for 2 to 3 minutes before taxiing.
The pilot taxied the airplane to the end of the runway, where he performed a runup check of the engine in accordance with the checklist. He also placed the fuel selector on the right main tank, in response to the fuel he noted running out of the vent. The pilot did not note any abnormalities during the runup, so he turned on the electric fuel pump and continued to let the engine run for about 5 minutes at 1,200 rpm to allow the oil temperature to increase.
The pilot then increased the engine power and began the takeoff roll. The engine was performing "with great power," and the airplane lifted off after about 800 feet of ground roll. Upon reaching about 100 feet of altitude, the engine suddenly and completely lost power. The pilot turned the airplane to the right to attempt a landing in a field, but did not have enough altitude to clear a ditch. The airplane struck the ditch, which sheared off the landing gear and substantially damaged the airplane.
Following the accident, the airplane was transported to an aircraft recovery facility and an engine test run was attempted under the supervision of a National Transportation Safety Board investigator. Fuel was gathered from both of the main fuel tanks and placed into a container, which was then plumbed to the fuel line fittings in the firewall. The electric fuel pump was checked, and no abnormalities were observed. Examination of the spark plugs revealed that they were light gray in color and exhibited no abnormal wear. No debris was observed within the cylinders, and the carburetor was absent of any blockage.
Following the visual examination of the engine, an engine start was attempted. During the attempt, the starter engaged and the crankshaft rotated; however, the engine did not start. Three additional attempts to start the engine were all unsuccessful. The carburetor was subsequently removed and disassembled, and while small amount of debris was found within the float bowl, no mechanical anomalies were noted. Both magnetos were also tested, and produced spark at all terminal leads.
According to FAA records, the airplane was manufactured in 1977. A review of the airplane's maintenance logs revealed that the airplane's most recent annual inspection was completed on January 22, 2008, and at that time the airplane and engine had accumulated 1,476 total hours of operation since new. At the time of the accident, the airplane had accumulated 1,485 total hours of operation. The engine had not been overhauled since the time the airplane was manufactured.
A review of FAA records revealed that the pilot held a commercial pilot certificate with ratings for airplane single engine land, airplane multiengine land, and instrument airplane. The pilot reported that he possessed 2,060 total hours of flight experience. His most recent FAA third-class medical certificate was issued on April 2, 2008.
The 1554 reported weather at Craven County Regional Airport (EWN), New Bern, North Carolina, located about 9 nautical miles southeast of the accident site, included winds from 320 degrees at 6 knots, 10 miles visibility, temperature 12 degrees Celsius (C), dewpoint 3 degrees C, and an altimeter setting of 29.90 inches of mercury.