Accident Overview
On May 26, 2024, at 1100 eastern daylight time, a Piper PA-28-151, registration N33563, was substantially damaged in an accident near Hope Mills, North Carolina. The private pilot sustained minor injuries, while the two passengers were seriously injured. The flight was conducted as a personal flight under Title 14 Code of Federal Regulations Part 91.
Flight Sequence
The pilot intended to fly from Grays Creek Airport (2GC), Fayetteville, North Carolina, to Johnston Regional Airport (JNX), Smithfield, North Carolina. After a preflight inspection, the pilot taxied to the fueling pad and filled the airplane to its maximum capacity of 48 gallons. The pilot and two passengers then boarded, and the engine was started.
A witness observed the loading and expressed concern through the pilot's side window, stating that the airplane was full of fuel with three people on board on a hot, humid day, and that it would not perform as usual. The pilot acknowledged he had performed calculations and was within limits.
No anomalies were noted during taxi, engine run-up, or takeoff roll. However, shortly after initiating the climb, while between 400 and 500 feet msl, the pilot observed a drop in airspeed and was unable to maintain altitude. The mixture and throttle controls were full forward, and the boost fuel pump was operating. The pilot lowered the nose to maintain airspeed and avoid a stall but could not maintain level flight, so he pitched for best glide speed. He attempted to locate a suitable forced landing area, but the airplane impacted trees and terrain about 3/4 mile from the airport.
Occupant Statements
The right aft seat passenger reported that the engine sounded good on the ground and during the takeoff roll, but during the initial climb, the airplane stopped ascending, leveled off, and felt like it was descending. The engine was operating with the throttle full forward, with no unusual sounds, smells, or bangs.
Postaccident Examination
The wreckage came to rest in heavily wooded terrain with 50- to 75-ft-tall pine trees, about 3/4 mile off the departure end of runway 35 and 800 ft west of the extended centerline. The airframe sustained substantial damage; the fuselage was consumed by fire, and both wings and the empennage separated. The two-bladed fixed-pitch propeller remained attached, with leading-edge damage, chordwise scratching, torsional twisting, and s-bending on both blades. The engine was damaged by postimpact fire and impact forces.
Flight control continuity was confirmed on all control surfaces. No evidence of oil starvation was found. The engine was largely intact, with crankshaft continuity confirmed through 720° of manual rotation.
Thumb compression and suction were observed on cylinders No. 1, 2, and 4, but not on cylinder No. 3. All four cylinders were removed. Impact damage was noted on the No. 3 cylinder, its intake pushrod shroud tube, pushrod, and rocker box cover. The No. 3 cylinder was also exposed to high thermal forces. The intake valve was not seated properly but was intact and rolled smoothly on a table and in a v-block.
The crankcase was disassembled; all flat tappet faces appeared whole and undamaged, with no corrosion or pitting. The camshaft was intact and undamaged, with no excessive wear on any lobes.
The fuel pump and carburetor were fragmented and damaged by thermal forces; floats and internal mechanisms were not tested due to damage. Magnetos and ignition harnesses were severely damaged and not tested. Spark plugs remained secured and were examined; three exhibited carbon fouling when compared to the Champion Check-A-Plug chart: both plugs in cylinder No. 1 and the top plug in cylinder No. 2. Maintenance records indicated the spark plugs were checked during the last annual/100-hour inspection just over 2 months before the accident.
Weight and Balance
The pilot stated he calculated a weight and balance 200 to 300 lbs below maximum takeoff weight, within limits. A subsequent interview with a passenger revealed the two passengers were about 20 lbs heavier than originally calculated. According to the pilot's load manifest, the airplane remained within the weight and balance envelope, though on the upper side, about 150 to 200 lbs below maximum.
Weather Conditions
Weather reported at Fayetteville Regional Airport/Grannis Field (FAY), about 6 miles north of 2GC, included a temperature of 82°F, dew point 70°F, and altimeter setting 29.90 inHg near the accident time. The carburetor icing probability chart indicated conditions conducive to carburetor icing at glide power setting.