Accident Overview
On July 2, 2010, at approximately 1215 central daylight time, a Piper PA-24-250, registration N5798P, piloted by a private pilot, sustained substantial damage during a forced landing near Centerville, Missouri. The aircraft came to rest after impacting a tree. The personal flight was operating under 14 Code of Federal Regulations Part 91 and was on an activated instrument flight rules flight plan. Visual meteorological conditions prevailed at the time of the accident. The pilot and passenger reported no injuries. The flight originated from Moraine Air Park near Dayton, Ohio, at about 1040 and was destined for Branson Airport near Springfield, Missouri.
Pilot Report
The pilot reported that while cruising at 6,000 feet above mean sea level, he observed the propeller RPM increase suddenly and then noticed the engine was not producing full power. He turned on both main fuel tanks and the electric fuel pump and informed the air traffic controller of the problem. The terrain below was described as hilly and wooded. He lined up for a forced landing on a road but, upon descent, saw a bridge crossing the road. He maneuvered the aircraft over a fence and landed in a pasture containing low brush and a small tree. The right wing sustained substantial damage upon impact with the tree.
Examination
Federal Aviation Administration (FAA) inspectors examined the aircraft at the scene and detected no airframe anomalies. The wreckage was recovered and held for further examination. An FAA inspector was able to start and run the engine during the subsequent examination.
Weather and Icing Considerations
At 1152, the recorded weather at Springfield-Branson National Airport (SGF), approximately 112 nautical miles at 260 degrees from the accident site, was: wind 120 degrees at 7 knots, sky clear, temperature 26°C, dew point 14°C, and altimeter 30.17 inches of mercury. Using a standard lapse rate of -2°C per 1,000 feet to adjust to 6,000 feet above mean sea level relative to SGF, the surface temperature and dew point values and calculated aloft values were plotted on the icing chart from Special Airworthiness Information Bulletin CE-09-35. Both points fell within the “serious icing (glide power)” range.
Emergency Procedures
The airplane owner’s handbook emergency procedures for engine failure stated that the most common cause is fuel system mismanagement or malfunction. The first step after engine failure is to move the fuel selector valve to the tank not being used. If that does not restore engine power, the steps include checking fuel pressure and turning on the electric fuel pump, pushing the mixture control to full rich, applying carburetor heat, and checking the ignition switch. The pilot reported that he did not use carburetor heat following the loss of engine power and did not note the indications on the carburetor temperature gauge.