Accident Overview
On September 20, 2024, at 12:04 Central Daylight Time, a Piper PA-44-180 airplane, registration N2083D, was substantially damaged during a forced landing near Shakopee, Minnesota. The aircraft was being operated as a Title 14 Code of Federal Regulations Part 91 instructional flight. Both pilots on board—a flight instructor receiving a checkout and the assistant chief flight instructor—sustained serious injuries.
Flight Sequence
According to both pilots, the flight departed from Flying Cloud Airport (FCM) for a local one-hour mission. Run-up, taxi, and takeoff were normal, with the airplane climbing to about 5,500 feet mean sea level after departing to the southwest. The flight instructor being checked out performed several maneuvers before beginning a descent back toward FCM. Approximately 3 miles from the airport, at an altitude between 800 and 1,000 feet above ground level, the right engine lost power, followed by a manifold pressure drop. Shortly thereafter, the left engine also lost power with a similar decrease in manifold pressure, resulting in a complete loss of thrust from both engines.
Emergency Response and Landing
The assistant chief flight instructor took control of the airplane while the other pilot moved the mixture, propeller, and throttle controls to the full forward position. Despite these actions, the aircraft continued to lose altitude. The pilots executed a forced landing in a field southwest of Flying Cloud Airport. The assistant chief flight instructor stated that an emergency checklist was not performed because there was no checklist for a dual engine failure and insufficient time due to low altitude.
Postaccident Examination
A postaccident examination revealed approximately 25 gallons of fuel in each nacelle, and both fuel selectors were in the “on” position. No water was detected in the fuel from either engine’s carburetor float bowl. Valvetrain continuity was confirmed in both engines, and compression was achieved on all cylinders when the crankshafts were rotated. Both engines’ magnetos produced spark when their impulse couplings were rotated. The carburetor heat controls for both engines were found in the up or “off” position. The recorded temperature at the destination airport was 24°C, with a dew point of 12°C—conditions conducive to “serious icing” at glide power settings. According to the pilot operating handbook, carburetor heat should be used “as required” during approach and landing or if engine roughness occurs.