Carburetor Ice Forces Forced Landing After Annual Inspection

The flight departed from Newnan Coweta County Airport in Atlanta, Georgia, bound for Isbell Field Airport in Fort Payne, Alabama, aboard a Piper PA-28-151 carrying thirty-five gallons of fuel. According to the pilot, the preflight inspection, engine run-up, and takeoff proceeded normally. However, during the initial climb immediately after flap retraction, the engine experienced a stutter and a drop in power followed by sputtering. While the aircraft climbed, the aviator carried out the engine failure checklist and attempted troubleshooting steps, including applying carburetor heat, but restoring power proved unsuccessful.

ADS-B tracking showed the aircraft departed Runway 33, climbed to approximately 300 feet AGL while traveling about 1/2 nautical mile on a track of roughly 314°, executed a brief northward turn, and then shifted to a track around 097° to line up for a short final approach. As the machine reached roughly 1,300 feet MSL, it stopped climbing and the stall warning horn sounded. The nose was pushed over to target a nearby agricultural field containing hay bales. Flaps were lowered to slow the descent, but the left wing contacted a hay bale upon touchdown. The aircraft then veered left, rolled down a sloped section of the terrain, and went down an embankment before crossing a road and striking telephone pole guy wires.

Upon coming to rest, the left wing separated at the root and buckling appeared on the underside of the fuselage. Weather reports from Newnan Coweta County Airport at 1115 noted 10 statute miles of visibility, clear skies, a temperature of 54°F, a dew point of 32°F, and an altimeter setting of 30.32 inHg, yielding a calculated relative humidity of 43 percent. The pilot had commenced engine start and taxi around 1101 before taking off near 1109. The Federal Aviation Administration's Carb Icing Chart indicated that these atmospheric conditions were conducive to carburetor ice formation at glide power and sat on the boundary for glide and cruise power settings.

An examination of the engine after the accident revealed no damage. Spark plug color and wear appeared normal when compared against a Champion Spark Plug chart, and internal engine continuity and compression checked out across every cylinder by rotating the crankshaft through 720° while the magneto impulse couplers clicked. Disconnecting the fuel lines showed no fuel present, though the gascolator was clean and clear of debris. Investigators found no anomalies upon inspecting the electric fuel pump and the fuel selector. The carburetor and induction system showed no blockages, and the oil level sat within the normal fill range.

Maintenance records spanning the prior 36 months showed that the most recent 100-hour inspection took place five days before the mishap, on October 11, 2024, at a tach time of 3,865.9 hours. Technicians noted and repaired several discrepancies, including leaking valve covers, a repositioned left fuel line, and new alternator brushes, after which the aircraft was signed off as airworthy following an engine run with no recorded faults.

The National Safety Board determined that the probable cause of the incident was the pilot's inadequate application of carburetor heat during the engine run-up, leading to a partial power loss from carburetor icing during takeoff. Federal advisory circular guidelines recommend regular use of carburetor heat when operating in conditions favorable to atmospheric icing, including a brief application immediately prior to departure when relative humidity exceeds 50 percent to eliminate any ice accumulated during taxi and run-up operations.

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Sources: General Aviation News