Accident Details
On May 31, 2024, about 1245 mountain daylight time, a Piper PA-24-250 airplane, registration N7500P, was substantially damaged during a forced landing near Colorado Springs, Colorado. The pilot reported no injuries, while the passenger received minor injuries. The flight was conducted under Title 14 Code of Federal Regulations Part 91 as a personal flight.
The pilot stated that after a cross-country flight at 10,500 ft mean sea level (msl), he descended and was approaching the City of Colorado Springs Municipal Airport (COS). While abeam the runway numbers on the downwind leg of the traffic pattern, at an altitude of about 7,500 ft msl, he noticed the engine sounded as if it had stopped producing power. He confirmed the power loss and attempted to restart the engine by switching fuel tanks. Power was not restored, and he executed a forced landing to a field short of the approach end of runway 13.
Aircraft Information
The airplane was a Piper PA-24-250, serial number unknown, equipped with a single engine. The aircraft sustained substantial damage to the fuselage and right wing.
Investigation Findings
Data from the airplane’s engine monitor indicated a sharp reduction in exhaust gas temperature (EGT) and cylinder head temperature (CHT) on all cylinders, consistent with a loss of engine power. The monitor also recorded a simultaneous drop in fuel pressure.
A postaccident examination revealed substantial damage to the fuselage and right wing. The engine could be rotated, and valvetrain continuity, suction, compression, and ignition were confirmed. The carburetor was removed and disassembled with no anomalies noted. The electric fuel pumps operated when connected to a battery. Examination of the airplane’s fuel system found no anomalies.
According to airport first responders, the fuel selector was positioned to the left main fuel tank, fuel was present in the wings, and the left fuel gauge indicated just over half a tank of fuel remaining. The recovery company reported that 23 gallons of fuel were drained from the airplane, but a detailed breakdown of which tanks contained fuel was not available.
Pilot Actions
The pilot reported in a telephone interview that he did not use carburetor heat at any time during the flight or during troubleshooting. About 20 minutes from his destination, he descended to about 9,000 ft msl and switched to the fullest fuel tank. He also adjusted settings for the approach. In the traffic pattern, after recognizing the power loss, he attempted to restore engine power using the emergency procedures from the pilot’s operating handbook (POH), including switching fuel tanks and activating the electric fuel boost pump. When power was not restored, he switched back to the previous tank, which he believed contained the most fuel.
The POH normal approach and landing procedures state that carburetor heat should not be applied unless there is an indication of carburetor icing, as its use causes a loss of engine power that may be critical in a go-around and can induce detonation. The emergency procedures for engine failure list switching fuel tanks as the first step, followed by checking fuel pressure, turning on the electric fuel pump, pushing the mixture control to full rich, applying carburetor heat, and checking the ignition switch.
Weather Conditions
At the time of the accident, the temperature and dewpoint at Colorado Springs were 21°C (70°F) and 8°C (46°F), respectively. According to FAA Special Airworthiness Information Bulletin CE-09-35, this temperature and dewpoint fall within the range of susceptibility for serious carburetor icing at glide power settings.