NTSB Factual Report

On September 4, 2015, about 1317 central daylight time, a Piper PA-28RT-201; N8162S, was substantially damaged during a forced landing after a loss of engine power near Russell Springs, Kentucky. The airline transport pilot was not injured. Visual meteorological conditions prevailed, and no flight plan was filed for the personal flight conducted under Title 14 Code of Federal Regulations Part 91. The flight departed from Blue Grass Airport (LEX), Lexington, Kentucky, and was destined for Russell County Airport (K24), Jamestown, Kentucky.

According to the pilot, He departed LEX with approximately 36 gallons of fuel for his planned 30 minute flight to K24. Starting and engine runup were normal. After takeoff, he climbed the airplane to 3,500 feet above mean sea level (msl) on a direct route for K24.

Upon arrival in the area of K24, he decided to conduct a practice RNAV (GPS) RWY 17 approach in visual meteorological conditions. He crossed the initial approach fix at 3,500 feet, the airplane was performing normally. Manifold pressure was 24 inches of mercury, the tachometer indicated 2,300 rpm, and fuel flow was 10.5 gallons per hour. All temperatures and pressures were normal. At the initial approach fix he also completed the prelanding check, with the exception of extending the landing gear. The fuel selector was on the left tank, the electric boost pump was on, and the mixture control lever was full rich.

At the final approach fix, he reduced engine power for the descent to 2,700 feet msl. Then after leveling off, he advanced the throttle lever but there was no response from the engine. He then cycled the electric boost pump switch, varied the mixture control setting, and switched to the right fuel tank without result. The pilot realized that the airplane was losing altitude, and now was at 1,200 to 1,500 feet above ground level. It became obvious to him that he would not be able to make the runway and he was committed to an off airport landing. He then saw a field to his right and turned towards it. There was a tree line between him and the field. He determined that he would be able to clear the trees but had to bank the airplane to line up with the field. He crossed the tree line at 80 knots indicated airspeed and then extended the landing gear and added two "notches" of flaps. He then observed that there was a pond where he thought the airplane would touch down, so he "aggressively" applied full up elevator to assure that the nose of the airplane would clear the pond and not hit the bank on its far edge.

After touching down in the field, when the airplane came to a stop, he assessed his condition. He was bleeding heavily from his head but did not have any other injuries. He applied a handkerchief to his head wound, turned off all of the electrical equipment, and egressed.

Examination of the wreckage revealed no evidence of any preimpact failure or malfunction of the airframe. Examination of the engine revealed that the brass hex plug on the fuel servo regulator cover was not installed, and was hanging below the regulator cover by a piece of safety wire.

According to Federal Aviation Administration (FAA) and pilot records, the pilot held an airline transport pilot certificate with ratings for airplane multi-engine land, commercial privileges for airplane single-engine land. He also held a flight instructor certificate with ratings for airplane single, multiengine, and instrument airplane, and a basic ground instructor certificate. His most recent FAA second-class medical certificate was issued on January 26, 2015. He reported that he had accrued 17,661 total hours of flight experience, of which, 5,000 hours were in the accident airplane make and model.

According to FAA and airplane maintenance records, the airplane was manufactured in 1980. The airplane's most recent annual inspection was completed on March 24, 2015. At the time of inspection, the airplane had accrued approximately 5,575 total hours of operation.