Accident Overview
On October 16, 2024, at 1111 eastern daylight time, a Piper PA-28-151, registration N41370, was substantially damaged following a forced landing near Newnan, Georgia. The private pilot and passenger were not injured. The flight was conducted under Title 14 Code of Federal Regulations Part 91 as a personal flight.
Flight and Incident
The pilot reported that the accident flight was the first flight since an annual inspection performed five days earlier. The intended route was from Newnan Coweta County Airport (CCO) to Isbell Field Airport (4A9) in Fort Payne, Alabama. According to the pilot, 35 gallons of fuel were onboard. The preflight inspection, engine runup, and takeoff were normal. However, during initial climb, just after flap retraction, the engine stuttered and lost power, with subsequent sputtering. The pilot executed the engine failure checklist and applied carburetor heat, but engine power could not be restored. As the airplane reached about 1,300 ft msl, it stopped climbing and the stall warning horn sounded. The pilot lowered the nose and attempted a forced landing in a nearby agricultural field containing hay bales.
The pilot deployed flaps to reduce speed, but during touchdown the left wing struck a hay bale. The airplane veered left, rolled down a sloped portion of the field, and, according to the pilot, was carrying too much speed to stop. It then went down an embankment, crossed a road, and impacted telephone pole guy wires before coming to rest. The left wing separated at the wing root, and the lower fuselage exhibited buckling.
ADS-B data indicated that the airplane departed runway 33 at CCO, climbed to about 300 ft agl on a track of 314° for approximately 0.5 nautical mile, then turned north briefly before turning right onto a track of 097° as it aligned for a short final approach to the field.
Postaccident Examination
Examination of the engine revealed no damage. Spark plugs appeared normal in color and wear. Internal engine continuity and compression were verified across all cylinders by rotating the crankshaft 720°, during which magneto impulse couplers were heard clicking. Fuel lines were disconnected and found empty. The gascolator was clean and free of debris. The electric fuel pump and fuel selector showed no anomalies. The carburetor had no blockages in the induction system. Oil level was within normal range.
A review of maintenance records from the preceding 36 months showed the most recent 100-hour inspection occurred on October 11, 2024, at tach time 3,865.9 hours (five days before the accident). Discrepancies such as leaking valve covers, a left fuel line needing repositioning, and an alternator requiring new brushes were repaired and signed off as airworthy; the engine was run with no issues noted. The previous inspection on October 4, 2023, at tach time 3,816.5 hours included fuel line replacement, fuel tank and probe gasket installation, and normal compression. A gascolator was installed on October 9, 2023, with no leaks. Oil and filter changes were performed over the 36-month period. No logbook entries indicated prior engine power loss.
Weather and Carburetor Icing Considerations
According to the FAA's CE-09-35 Carb Icing Chart, weather conditions at the time were conducive to carburetor icing at the glide power setting and on the boundary of icing at glide and cruise power settings. At 1115, CCO reported visibility 10 statute miles, clear skies, temperature 54°F, dew point 32°F, and altimeter 30.32 inHg. Calculated relative humidity was 43%. The pilot started the engine and began taxi at about 1101, with takeoff around 1109.
FAA Advisory Circular 20-113 recommends regular use of carburetor heat in conditions conducive to induction system icing, and advises applying carburetor heat briefly before takeoff when relative humidity exceeds 50%, particularly with float-type carburetors, to remove ice accumulated during taxi and runup. The circular also emphasizes remaining alert for induction system icing during takeoff and climb-out, especially when relative humidity is above 50% or visible moisture is present.