CEN24LA268

Factual narrative

On July 16, 2024, about 1747 central daylight time, a Piper PA-28-181 airplane, N1941V, was substantially damaged when it was involved in an accident near Arcola, Texas. The pilot and passenger sustained minor injuries. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. The pilot reported that the accident occurred during the first flight after an annual inspection, and that it had been about three months since the airplane had been flown. He noted that the airplane was fully fueled before the flight. A detailed preflight inspection and extended before-takeoff run-up were normal. The takeoff and initial climb were as expected until about 300 ft above ground level when the engine abruptly lost power. The pilot’s attempt to land on the remaining runway was not successful. The airplane touched down hard and subsequently overran the runway. The airplane came to rest off the departure end of the runway. The left wing was partially separated from the fuselage at the root. The left side of the fuselage and the engine cowling were damaged. Postaccident airframe examination revealed that the gascolator strainer bowl was partially separated from the gascolator housing. The inboard hook of the gascolator bail (retaining wire) was engaged in the firewall bracket but did not continue into the upper portion of the gascolator housing, and the retaining nut at the bottom of the bail was loose with about six threads visible on the threaded shaft. No safety wire was present on the retaining nut or the bail. Additionally, a clear streak about 6 inches long was present on the bottom of the fuselage running aft from the firewall below the gascolator assembly. No other airframe anomalies were observed. A postrecovery engine examination did not reveal any anomalies consistent with an inability to produce rated power. The airframe manufacturer had issued service letter No. 1141, dated April 27, 2011, recommending recurring inspection of the gascolator assembly every 90 days or 50 hours time in service. The service letter also specified safety wire for the bail (retaining wire) and for the strainer bowl retaining nut. The mechanics acknowledged that safety wire was not reinstalled on the gascolator after the annual inspection. The pilot reported that the accident occurred during the first flight after an annual inspection. A detailed preflight inspection and extended before-takeoff engine run-up were normal. The takeoff and initial climb were as expected until about 300 ft above ground level when the engine abruptly lost power. The pilot’s attempt to land on the remaining runway was not successful. The airplane touched down hard and overran the runway. Postaccident examination revealed that the gascolator strainer bowl was partially separated from the gascolator housing. The inboard hook of the gascolator bail (retaining wire) was engaged in the firewall bracket but did not continue into the upper portion of the gascolator housing, and the retaining nut at the bottom of the bail was loose. No safety wire was present on the retaining nut or the bail. Additionally, a clear streak about 6 inches long was present on the bottom of the fuselage running aft from the firewall below the gascolator assembly. No other mechanical failures or malfunctions were noted. The airframe manufacturer had issued a service letter recommending recurring inspection of the gascolator assembly every 90 days or 50 hours time in service. The service letter also specified safety wire for the bail (retaining wire) and for the strainer bowl retaining nut. The mechanics acknowledged that safety wire was not reinstalled on the gascolator after the annual inspection. It is likely that the gascolator strainer bowl dislocated during takeoff because it was not fully secured following the annual inspection. The resulting fuel leak subsequently interrupted fuel flow to the engine and caused a loss of engine power due to fuel starvation. Source: NTSB Aviation Accident Database Retrieved: 2026-02-12

NTSB Findings

FAA avdata. C = Cause, F = Factor.

• — Aircraft-Fluids/misc hardware-Fluids-Fuel-Fluid level
• — Aircraft-Aircraft systems-Fuel system-Fuel filter-strainer-Incorrect service/maintenance
• — Personnel issues-Task performance-Inspection-Scheduled/routine inspection-Maintenance personnel