History of Flight
On November 21, 2009, at 1530 eastern standard time, a Piper PA-28R-200, registration N909CW, sustained substantial damage following a loss of engine power and forced landing after takeoff from Hammonton Municipal Airport (N81), Hammonton, New Jersey. The certificated private pilot, who was the sole occupant, was not injured. Visual meteorological conditions prevailed, and no flight plan was filed for the personal flight conducted under 14 Code of Federal Regulations Part 91.
The pilot reported performing the preflight inspection, run-up, and takeoff from runway 3 in accordance with the checklist. The fuel selector was positioned to the left tank before takeoff. A check of the fuel flow gauge prior to lift-off indicated a rate of 18 gallons per hour. After takeoff, the pilot retracted the landing gear, turned left, and climbed to 425 feet mean sea level, at which point the engine stopped producing power. The pilot switched fuel tanks but received no response from the engine. He then adjusted airspeed to best glide angle, cleared trees in the flight path, deployed full flaps, and landed straight ahead in a blueberry field.
Pilot Information
The pilot held a private pilot certificate with ratings for airplane single-engine, multi-engine, and instrument airplane. His most recent Federal Aviation Administration (FAA) second-class medical certificate was issued on April 9, 2009. He reported 2,914 hours of total flight experience, with 2,274 hours in the accident airplane make and model.
Aircraft Information
According to FAA and maintenance records, the airplane was manufactured in 1972 and had accumulated 4,150 aircraft hours. Its most recent annual inspection was completed on March 9, 2009, at 4,115 aircraft hours. The electric fuel boost pump was replaced on November 19, 2009, at 4,150 aircraft hours, immediately prior to the accident flight.
Meteorological Information
At 1554, weather conditions reported at Atlantic City International Airport, 14 nautical miles southeast of the accident site, included clear skies, visibility 10 miles, temperature 12°C, dewpoint 4°C, and an altimeter setting of 30.11 inches of mercury. Wind was from 320° at 4 knots.
Wreckage and Impact Information
An FAA inspector examined the airplane on November 21, 2009, and noted substantial damage to the fuselage and firewall. Examination of the engine revealed that the fuel injector filter screen was completely occluded by metal particles. The particles appeared consistent with worn impeller vanes from the electric fuel boost pump that had been removed two days prior. On December 12, 2009, the removed electric fuel boost pump was examined under FAA supervision and showed no anomalies or signs of abnormal wear.
The wreckage was reexamined on December 16, 2009. With the fuel selector in the right tank position, fuel flowed to the gascolator; with the selector in the left tank position, fuel did not flow. The left fuel tank was removed, and examination revealed a blocked fuel tank vent. Compressed air cleared the blockage, and after reinstalling the tank, fuel flowed to the gascolator with the selector in the left tank position.
Maintenance records showed that both fuel tanks were removed on March 9, 2009, for corrosion. According to the FAA inspector, there were no reports of anomalies related to fuel flow prior to the accident.