On May 31, 2004 at 0930 eastern daylight time, a Piper PA-28-161, N8149Q, registered to and operated by Ormond Beach Aviation Inc, nose gear collapsed during an emergency landing following a loss of engine power in St. Marys, Georgia. The flight operated under provisions of Title 14 CFR Part 91. Visual meteorological conditions prevailed and no flight plan was filed. The airplane was substantially damaged. The pilot and passenger were not injured. The flight departed Jekyll Island Airport, Jekyll Island, Georgia, on May 31, 2004 at 0915. Use your browsers 'back' function to return to synopsisReturn to Query Page
The personal flight was enroute to Ormond Beach Municipal Airport, Ormond Beach, Florida. While climbing to cruise, at 2800 feet, the pilot stated the engine lost power. The pilot stated he trimmed for the best glide rate and selected an area of beach for an emergency landing. The pilot went through the emergency procedures, which included applying carburetor heat, but his efforts to restart the engine were unsuccessful. The pilot made a "mayday" radio call and secured the airplane for a forced landing. The airplane landed successfully, but during landing roll encountered a large pool of standing water, and the nose gear collapsed.
The pilot did not report any mechanical malfunctions with the airplane prior to the accident. Examination of the airplane revealed the nose gear collapsed, the engine mounts broken and the right wing damaged and detached from the fuselage. There were 17 gallons of fuel recovered from the right fuel tank and 10 gallons of fuel recovered from the left fuel tank. Further examination found no blockage in the exhaust, no defects with either magneto and the engine started and ran.
At the time of the accident, the Jacksonville weather facility reported clouds at 2500 feet, temperature at 29-degrees Celsius and the dew point at 24-degrees Celsius. The weather conditions were favorable for the formation of carburetor ice. The pilot did not report applying carburetor heat prior to the total loss of engine power. However, according to the pilot, he applied carburetor heat during the emergency procedures. According to Advisory Circular 20-113, the pilot is advised to, "remain alert for indications of induction system icing during takeoff and climb-out, especially when the relative humidity is above 50 percent, or when visible moisture is present in the atmosphere."