Introduction
On August 26, 2009, about 1505 eastern daylight time, a Piper PA-28R-201, registration N186CF, was substantially damaged during a forced landing near Luray Caverns Airport (W45) in Luray, Virginia. The aircraft was conducting an instructional flight under 14 Code of Federal Regulations Part 91 with a certificated flight instructor (CFI) and a commercial-rated pilot receiving instruction. Neither occupant was injured. Visual meteorological conditions prevailed, and no flight plan was filed.
Flight History
According to the pilot, he and the CFI departed Leesburg Executive Airport (JYO) in Leesburg, Virginia, and flew uneventfully to W45 for a check out flight. After obtaining lunch, they returned approximately 1.5 hours later and prepared to depart back to JYO. The pilot noted that the airplane was hesitant to start, starting on the fifth attempt. Engine instrument indications were normal during taxi and engine run-up. A short-field takeoff was performed from runway 4, with all engine gauges indicating within the green range and normal fuel flow. Shortly after takeoff, the airplane felt sluggish, airspeed decreased, and a gradual loss of engine power occurred. The CFI assumed control, and the engine experienced a full loss of power. During the subsequent forced landing, the airplane struck a telephone pole before impacting on the upslope of a clearing. The landing gear sheared off, and the airplane skidded uphill, turning 90 degrees before stopping.
Witness Observation
A witness who observed the takeoff reported that the airplane lifted off about midway down the runway. During the climbout, the airplane lost altitude, regained some, and then lost altitude again before turning west and disappearing from sight.
Pilot and CFI Information
The pilot, a commercial-rated pilot, held certificates for airplane single-engine and multi-engine land, as well as an instrument rating. He reported 286 total flight hours, with 3 hours in the accident airplane make and model. His most recent flight review was in July 2009, and his FAA first-class medical certificate was issued in May 2008.
The CFI held commercial pilot certificates for airplane single-engine and multi-engine land, an instrument rating, and a flight instructor certificate for airplane single-engine and instrument airplane. He reported 600 total flight hours, with 16 hours in the accident airplane make and model. His most recent flight review was in April 2009, and his FAA first-class medical certificate was issued in June 2008.
Aircraft Information
The airplane was manufactured in 2000 and equipped with a Lycoming IO-360-C, fuel-injected, 200-horsepower reciprocating engine. At the time of the accident, the aircraft had accumulated 6,116.7 total hours. The most recent annual inspection was completed on July 21, 2009, at 6,094.6 hours. Engine maintenance records indicated the electric fuel boost pump and its circuit breaker were replaced in August 2008 at 5,834.8 hours. The engine had accumulated 1,317.6 hours since its most recent overhaul in December 2005.
Engine and Fuel System Examination
The wreckage was recovered to Clayton, Delaware, and examined on October 8, 2009, under Safety Board supervision. A fuel can was plumbed into the fuel system forward of the firewall. The engine started and ran at idle and moderate power for about 3 minutes. While operating at moderate power, the fuel flow gauge began fluctuating before the engine suddenly lost power. The engine was restarted and lost power again after about 2 minutes. The engine-driven fuel pump was removed and disassembled, revealing no anomalies. The fuel line connecting the pump to the fuel servo was removed and examined, showing no blockage or degradation. The fuel servo, flow divider, and fuel nozzles were forwarded to the manufacturer for further examination.
The fuel servo was examined on October 28, 2009, at the manufacturer's facility in Marysville, Washington. Visual inspection found no anomalies, and a bench flow test revealed no abnormalities that would preclude normal operation. Teardown inspection showed the inlet screen was clear of debris, and the air and fuel diaphragms were free of contamination. The idle valve/main metering orifice, mixture control lever, mixture control valve plate, center body and regulator, and venturi were all normal. The flow divider and fuel nozzles tested within manufacturer specifications at all points.
Weather
The 1501 weather observation at Culpeper Airport (CJR), approximately 31 nautical miles east of the accident site, reported wind from 230 degrees at 4 knots, visibility 10 statute miles, clear skies, temperature 28°C, dew point 16°C, and an altimeter setting of 30.04 inches of mercury.