Accident Overview
On October 5, 2024, at about 1450 eastern daylight time, a Piper PA-28-161, registration N207AB, was substantially damaged during an accident near Merritt Island, Florida. The pilot and pilot-rated passenger were not injured. The flight was conducted as a Title 14 Code of Federal Regulations Part 91 personal flight, with the purpose of building flight time with a safety pilot.
Sequence of Events
According to the pilot, during the initial climb after takeoff from runway 11, at approximately 200 ft above ground level, the engine began to run rough. The pilot leveled the airplane and engaged the starter; the engine restarted. Deciding to return to the airport, the pilot turned back toward the runway, at which point the engine lost all power. The pilot executed a downwind landing on runway 29. The airplane approached at an airspeed of about 95 knots, which the pilot described as fast. The airplane touched down near the end of the 3,601-ft-long runway. The pilot and passenger applied heavy braking, but the airplane began to skid off the right side of the runway and impacted uneven terrain. During the impact, the nose landing gear separated, resulting in substantial damage to the engine mounts.
Post-Accident Examination
Federal Aviation Administration inspectors examined the airplane after the accident. The oil filter showed no metal particulates. When the right fuel tank was selected, fuel flowed normally to the carburetor; however, when the left fuel tank was selected, no fuel flowed. Further inspection of the fuel filter, carburetor screen, and left wing fuel tank screen revealed no debris contamination. The left wing fuel tank was drained and examined with a borescope, showing no interior contamination. The fuel selector valve was found to have a handle/fuel tank position indicator that could be manipulated past the detent, and the valve was worn. No evidence of preimpact mechanical malfunctions or failures of the airframe or engine were identified that would have precluded normal operation.
Notification and Maintenance History
The operator did not notify the NTSB of the accident until one month after its occurrence. By that time, the airplane had already been examined and released by an FAA inspector and the operator without NTSB involvement. The airplane had completed seven 100-hour inspections prior to the accident. The airframe manufacturer's service bulletin for the fuel selector was not applicable to this airplane due to its newer age and newer fuel selector design.