Accident Details
On March 24, 2019, at about 1935 eastern daylight time, a Piper PA-22-150, registration N1933P, was substantially damaged during a forced landing shortly after takeoff from a private grass airstrip near Blanch, North Carolina. The private pilot sustained serious injuries, and the passenger sustained minor injuries. The airplane was registered to and operated by Caswell Insurance Services Inc. under 14 CFR Part 91 as a personal flight. Day visual meteorological conditions prevailed, and no flight plan was filed for the local flight, which was originating at the time of the accident.
The pilot reported that he had flown for about 25 minutes just prior to the accident flight, landed, and boarded a passenger. He completed preflight procedures and noted that the fuel gauges indicated each tank was half full. Shortly after takeoff to the south in the initial climb, the engine lost "fuel or power." He attempted to land in an open field and banked left, but the touchdown was hard. The pilot could not recall which tank the fuel selector was selected to for takeoff, but remembered switching tanks when the power loss occurred. He reported departing with 15 gallons of fuel onboard.
Witness Account
According to a witness, when the engine lost power it sounded as if the fuel-to-air mixture was cutoff, and when the airplane banked left, the engine sputtered but did not regain power.
Investigation Findings
A Federal Aviation Administration (FAA) inspector observed that the airplane impacted an open grass area to the left (southeast) of the takeoff direction. The airplane came to rest upright with the left wing down. The wings and fuselage sustained substantial damage. Flight control cable continuity was established from the flight control surface to the cockpit. The smell of fuel was present around the accident site. The fuel selector was found selected to the off position; first responders reported moving the lever from an undetermined position to off. The left fuel tank was about one-quarter full, and the right tank was empty. The right wing was elevated above the fuselage, and fuel spillage was observed. When the fuel selector was turned to the left tank, fuel flowed freely from the impact-damaged valve.
Examination of the engine revealed that when the crankshaft was rotated by hand, valve train continuity was established, and thumb compression and suction were observed on all cylinders. The magnetos were removed and operated by hand with the impulse coupling; no anomalies were observed. All spark plugs produced a spark except two bottom plugs that were filled with oil; after replacing them with clean plugs, spark was observed. The carburetor was broken into two pieces due to impact damage; no debris or fluids were observed in the intact portion. Examination of the airframe and engine revealed no evidence of preimpact mechanical malfunction or failures.
Pilot Information
According to FAA airmen records, the pilot held a private pilot certificate with an airplane single-engine land rating. His most recent third-class medical certificate was issued in March 2013. The pilot could not locate his logbooks and did not report when his most recent flight review was completed. He reported that he had flown 1 hour in the past 90 days.
Aircraft Information
According to FAA airworthiness records, the high-wing airplane was powered by a Lycoming O-320-B2A 150-horsepower engine. The most recent annual inspection was completed in March 2018. The owner's handbook stated the airplane had a standard fuel capacity of two 18-gallon wing fuel tanks and consumed 9 gallons per hour at 75% power.
The airplane was placarded with FAA Airworthiness Directive 67-24-02, which required a placard on the right fuel quantity gauge reading: "Right Tank Level Flight Only With Less Than 1/3 Tank." One-third tank capacity equals 6 gallons.
Weather Conditions
At 1940, the nearest weather conditions 20 miles southeast at Person County Airport (TDF), Roxboro, North Carolina, reported wind 200° at 7 knots, visibility 10 statute miles, clear skies, temperature 17°C, dew point 0°C, and barometric pressure of 30.14 inches of mercury. According to the FAA Carburetor Icing-Probability Chart, the atmospheric conditions were not conducive to serious carburetor icing at glide or cruise power.