Accident Details
On 10 July 2005 at 1426 hours UTC, a Piper PA-28-181 aircraft, registration G-MERI, sustained damage beyond economic repair during a forced landing at Carlisle Airport, Cumbria. The flight, conducted under Title 1.3 (Training), had one crew member and three passengers on board. No injuries were reported.
Sequence of Events
After completing normal power checks, the aircraft was cleared to backtrack and subsequently take off from asphalt Runway 25, which has a take-off run available (TORA) of 1,714 metres. Engine power and acceleration appeared normal during the take-off roll, and the aircraft climbed away at 75 knots. At approximately 100 feet above the airfield, the engine suffered a rapid loss of power, prompting the pilot to prepare to land on the remaining runway. The engine then recovered to full power, and the aircraft began to climb again. At this point, the pilot decided to execute a low-level circuit and land back on Runway 25 due to concerns regarding engine performance.
While climbing straight ahead through 300 feet, the engine suffered a second loss of power, which persisted, remaining at approximately idle power. The pilot considered that there was not enough runway remaining and selected a field to his right for a forced landing. During the descent, it became apparent that the aircraft did not have sufficient gliding range to reach the selected field and that a collision with hedges in the field’s undershoot was inevitable. The pilot slowed the aircraft to reduce the effect of the impact and hit the top of a hedge at right angles. The aircraft continued across a minor road and came to rest in the hedge on the opposite side, with both wings and the landing gear becoming detached. All occupants were able to evacuate the aircraft through the main cockpit door.
Aircraft and Engine Information
The aircraft, manufactured in 1980, was equipped with one Lycoming O-360-A4M engine. At the time of takeoff, the outside air temperature (OAT) was 27°C and the dew point was 17°C. The engine, which was approximately 10 hours away from its next 50-hour check, had no history of power problems. The aircraft had last been flown the previous day and had been refuelled to full tanks at the end of that day. The aircraft had been parked overnight inside a hangar, and the pilot had checked the fuel system for water contamination prior to the accident flight.
Investigation
The investigation considered possible causes for the engine power loss. In the reported ambient conditions, the carburettor would be susceptible to icing with descent power set; however, since the power loss occurred at take-off power, the presence of severe carburettor icing was considered very unlikely. A magneto check, carried out during the pre-take-off power checks, would indicate that partial ignition failure was also unlikely. Engine power loss shortly after an aircraft has changed attitude, such as on rotation, can sometimes be attributed to water entering the fuel feed to the carburettor. However, from the evidence available, the cause of the engine power loss could not be positively determined.