Accident Overview
On July 11, 2012, at approximately 1830 central daylight time, a Piper PA-28-140, registration N6258J, was substantially damaged during a forced landing to a swamp following a partial loss of engine power. The accident occurred during initial climb from Ferguson Airport (82J) in Pensacola, Florida. The private pilot incurred minor injuries and the flight instructor was seriously injured. The instructional flight was conducted under 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed, and no flight plan was filed for the planned local flight review.
Pilot Report
According to the private pilot, the taxi and takeoff roll were normal. As the airplane crossed over a treeline on the south side of the airport, both pilots noticed that the airplane was not climbing well. They observed that the rpm gauge indicated 2,100. With partial power remaining, they flew a left-hand traffic pattern to return to the departure runway. The airplane was able to climb at 200 feet per minute to 400 feet above ground level. While on the downwind leg, the engine began to sputter and lost more power. They then turned toward the runway about midfield; however, the airplane impacted a swamp prior to reaching the runway.
Wreckage Examination
An FAA inspector examined the wreckage at the accident site. The airplane came to rest upright, oriented on a heading of 260 degrees, in about 2 to 3 feet of swamp water. The left wing separated during impact, while the right wing remained attached. Approximately 12 gallons of fuel were drained from the right wing fuel tank and 10 gallons from the left wing fuel tank; the fuel exhibited no visible contamination. The top spark plugs were removed, and their electrodes were unremarkable. The propeller was rotated by hand, and crankshaft, camshaft, and valve train continuity were confirmed to the rear accessory section. Thumb compression was attained on all cylinders.
An NTSB investigator and a representative from the engine manufacturer further examined the wreckage after recovery. The propeller assembly remained attached to the propeller crankshaft flange. The propeller spinner was crushed and did not exhibit rotational damage. One propeller blade was not damaged, while the remaining blade had a gouge on the trailing edge. The oil suction screen was removed and showed no contaminants. An unmeasured amount of oil was present in the engine. The oil filter was opened and its media was free of contaminants. The fuel lines from the airframe to the engine-driven fuel pump remained attached but were disconnected for examination; no fuel was present. The engine-driven fuel pump was actuated by hand and pumped water when an inlet line was submerged in a bucket of water. The airframe gascolator was damaged and open to the elements.
Engine and Systems Examination
The induction air filter and air box, along with associated scat tubing, were impact-damaged and found in the cabin with part of the cowling. The carburetor had fractured and the bowl section separated. The carburetor fuel inlet screen was examined and free of contaminants. The throttle and mixture controls were damaged and remained attached to the carburetor, but their positions were unreliable. The left and right magnetos were rotated by hand and produced spark at all ignition towers. The top and bottom ignition harnesses were not damaged. All spark plugs were removed; their electrodes were intact and varied in color from dark brown to light brown, except for the No. 1 bottom spark plug, which was oil soaked. The vacuum pump remained attached and was not damaged; its drive gear rotated freely by hand. The vacuum pump was disassembled and its carbon rotor vanes were intact.
Maintenance and Environmental Factors
Review of maintenance records revealed that the airplane's most recent annual inspection was completed on November 1, 2011, at which time the airplane had accumulated 3,406 total hours of operation. The airplane had flown 22 hours from the annual inspection to the time of the accident. Comparison of the recorded temperature and dew point to an FAA Carburetor Icing Chart revealed no susceptibility to carburetor ice at the time of the accident.