Accident Overview
On June 24, 2023, at approximately 1030 eastern daylight time, a Piper PA-28-181 (registration N4008Q) sustained substantial damage during a forced landing near Livingston County Spencer J Hardy Airport (OZW) in Howell, Michigan. The pilot and passenger were not injured. The flight was conducted under Title 14 Code of Federal Regulations Part 91 as a personal flight.
Sequence of Events
According to the pilot, a 100-hour inspection had just been completed. The engine run-up showed no anomalies. After liftoff, the pilot remained in the traffic pattern for runway 31 at OZW. The first traffic pattern and touch-and-go landing were uneventful. On the second pattern, the pilot extended the downwind leg by five seconds for spacing from another aircraft. When the pilot reduced power and added 10° of flaps for descent, the engine rpm decreased to 900. The pilot attempted to restore power by turning on carburetor heat and verifying the electric fuel pump was on, but was unable to do so. He then transitioned to a forced landing to runway 31. During the attempt, the pilot glided underneath powerlines and over the airport perimeter fence. The airplane touched down in the grass short of runway 31, bounced on an embankment, impacted the localizer antenna, and came to rest upright.
Aircraft Damage
The aircraft came to rest 1,000 ft before the arrival end of runway 31. The right wing separated at the wing root. The left wing was damaged and leaked fuel. The wreckage was examined postaccident.
Postaccident Examination
The postaccident examination revealed no preimpact mechanical malfunctions or failures that would have precluded normal operation. The carburetor linkage was connected and moved freely; the carburetor heat valve moved freely from open to closed. The electric fuel pump was tested and fuel flow was noted from the output line. Fuel was present throughout the system with no water or debris detected. The engine-driven fuel pump pumped fuel during engine rotation. The carburetor accelerator pump had positive pressure during manual actuation. The fuel selector moved freely to all positions. The oil filter was new and installed properly; an oil sample showed no contaminants or metal. The crankshaft was rotated by hand, and internal and valvetrain continuity was established. Top spark plugs produced spark when the engine was rotated.
Weather Conditions
At 1035, the weather at OZW included a temperature of 22°C and a dew point of 20°C, giving a relative humidity of 88%. Review of the icing probability chart in FAA Special Airworthiness Information Bulletin CE-09-35 indicated that the weather conditions were "conducive to serious icing at glide [idle] power."
Pilot Actions and Considerations
According to FAA Advisory Circular 20-113, pilots should regularly use carburetor heat under conditions conducive to atmospheric icing. The circular recommended applying carburetor heat briefly before takeoff in high-humidity conditions (relative humidity >50%) to remove ice that may have accumulated during taxi and runup. It also advised remaining alert for induction system icing during takeoff and climb-out, especially when relative humidity exceeds 50% or visible moisture is present.