N8168G

HISTORY OF FLIGHT

On December 20, 2002, at 2103 eastern standard time, a Piper PA-32R-301T, N8168G, was destroyed after it impacted terrain in Woodbury, Connecticut, shortly after the pilot reported an in-flight engine fire while in cruise flight. The certificated commercial pilot and the passenger were fatally injured. No flight plan was filed for the flight that originated at Rutland State Airport (RUT), Rutland, Vermont, about 2010, destined for Republic Airport (FRG), Farmingdale, New York. Night visual meteorological conditions prevailed for the personal flight conducted under 14 CFR Part 91.

A review of air traffic control (ATC) communications revealed that the pilot contacted New York Terminal Approach Control (TRACON), at 2059:41, and reported that he was level at an altitude of 6,500 feet.

Less than a minute later, the pilot declared an emergency; and reported heavy smoke in the cockpit and an engine fire. The approach controller immediately directed the airplane to Waterbury-Oxford Airport (OXC), Waterbury, Connecticut. The approach controller then coordinated with the tower controller at Waterbury-Oxford, and reported that the airplane was 5 miles northwest of the airport, descending out of 5,500 feet.

The tower controller stated that he turned up the runway lights, and called airport emergency personnel. He then made visual contact with the airplane, and saw that all its lights were on, it was in a descent, and it appeared to be setting up for a left downwind entry to runway 36. The tower controller scanned the airplane with binoculars and noticed nothing unusual.

The tower controller then turned his attention away from the airplane to inform the approach controller that he had the airplane in sight, and was now ready to handle it. The approach controller responded that the he had cleared the airplane to land on any runway.

The tower controller again made visual contact with the airplane, which still appeared to be entering a close-in left downwind for runway 36. He noticed that the airplane was now engulfed in yellow flames around the engine area. The flames dissipated slightly, then the airplane began a "steep fall toward the east", about 2103. The tower controller never received any radio transmissions from the airplane.

According to a witness, a retired police officer, he was about to step out onto his back deck when a small airplane flew past him from left to right, in a fast, steep descent. The airplane was about 10 feet away, and 20-25 feet above him. The front of the airplane was on fire, and he observed a "red glow." He did not see smoke, and did not hear the engine running. He only heard the sound of rushing air as the airplane passed by. He lost sight of the airplane behind trees, then heard the sound of the impact.

A second witness, who lived next door to the first witness, reported that she was in her home when she heard an airplane flying "excessively" close to her home, and sounded like "it was sputtering maybe with engine problems." She ran to her back door, looked outside, and saw the airplane fly past her from left to right, then crash into her backyard and burst into flames. The witness observed flames near the front of the airplane prior to impact.

A third witness, who lived across the street from the other witnesses, stated that she was in her home when she heard a very loud swishing sound, and thought it was a speeding truck out of control. When she looked out her kitchen window, she saw what appeared to be a meteor pass by from left to right. The object was dark in the middle, with a red or orange glow around its edge. It was in a steep descent, and appeared to fall straight down before it impacted the ground. It wasn't until later that she learned that the object was an airplane.

The accident occurred during the hours of darkness approximately 41 degrees, 31 minutes north latitude, and 73 degrees, 10 minutes west longitude.

PERSONNEL INFORMATION

The pilot held a commercial pilot certificate with ratings for airplane single engine and multi-engine land, and instrument airplane. He also held a certified flight instructor rating for airplane single engine land and instrument airplane. His most recent Federal Aviation Administration (FAA) first class medical certificate was issued on February 22, 2002. At that time, he reported a total of 1,200 flight hours.

The pilot's logbook was not made available for review.

AIRCRAFT INFORMATION

The accident airplane, was a Piper Saratoga II, single-engine, low-wing airplane with retractable landing gear. The airplane was manufactured by Piper Aircraft Corporation in December 1992.

The engine was overhauled with new cylinders, as well as an overhauled starter, fuel pump, fuel servo, magneto, oil cooler, and turbocharger, on September 16, 2002. At the time of the overhaul, the engine was test-run without the turbocharger installed, and no leaks were noted.

The engine was reinstalled on the airplane on October 2, 2002. At that time, an annual inspection was performed at an aircraft total time of 2,504 hours, and the tachometer was replaced and set at zero hours. After the engine was installed, the engine was test-run under various power settings and lengths of time, both on the ground and in the air, and no leaks were noted.

On October 28, 2002, the oil filter was changed at an aircraft total time was 2,527.4 hours, and tachometer reading of 23.3 hours. After the filter was changed, the engine was test-run at various power settings and lengths of time, and no leaks were noted.

The Hobbs meter and tachometer were both destroyed in the accident. According to the registered owner, the airplane was flown approximately 17 hours after the oil filter was changed.

The airplane was fueled with 50 gallons of 100LL aviation fuel on the evening of the accident at Rutland Airport. According to line personnel, who serviced the airplane, it was dark that evening, but they didn't notice any pools or streaking of oil on or around the airplane. In addition, they did not add oil to the engine, nor did they see anyone add oil to the engine.

METEOROLOGICAL INFORMATION

Weather at Waterbury-Oxford Airport, at 2055, included winds from 320 degrees at 6 knots, broken clouds at 12,000 feet, temperature 39 degrees F, dewpoint 33 degrees F, and the barometric pressure setting was 29.44 inches HG.

WRECKAGE AND IMPACT INFORMATION

The airplane wreckage was examined at the accident site on December 21-22, 2002. All major components were accounted for at the scene. The airplane came to rest inverted, and was aligned in a general direction of 110 degrees magnetic. There was a post-impact fire.

Airplane debris and wreckage were scattered primarily over two residential backyards, in a general direction of 147 degrees magnetic.

The main wreckage was located in the first backyard, at the base of some pine trees separating the two properties. The lower portion of the forward cargo door and 11 empty and partially empty containers of aviation oil were also located in the first backyard.

All eleven containers of oil exhibited heat deformation signatures, which included bubbling and stretching of the plastic along the top, angular area of the bottle neck. Some of the containers exhibited more heat damage than the others, and were coated with oil.

All three landing gear, a section of fuel tank, a burned rudder pedal, a burned interior section of nose gear landing door panel, and smaller sections of aircraft structure were located in the second backyard.

The main wreckage consisted of the engine, fuselage, tail section, and both wings. Three-quarters of the engine was buried in the muddy ground.

The fuselage was pushed aft, toward the tail section, and both wings sustained leading edge compression damage. The tail section remained intact, and exhibited impact and fire damage.

The airplane wreckage was examined on January 7-9, 2003, and again on January 29-30, 2003. Examination of the wreckage revealed that the majority of in-flight fire damage was located on the right side of the airplane, from the engine cowling, back to the right passenger door.

The aft cargo doors (left side) and the main cabin door (right side) were separated from the airplane and located near the main wreckage. The cargo doors were both found in the latched position. The main cabin door top latch was found latched, and the bottom latch was found unlatched.

The main cabin door had extensive impact and fire damage. The paint on the lower portion of the door was discolored black/brown along the entire lower edge, and extended 5-inches up from the bottom of the door. Along the trailing edge of the door, the paint discoloration extended up to 9-inches from the bottom of the door. There was soot and aluminum splatter found on the outer surface of the door in a pattern, consistent with airflow over the surface of the door.

The top portion of the main cabin door was separated from the rest of the door, and was heavily fire damaged. The paint was missing over most of the surface, and the aluminum was brittle. The inside of the door had some paint and metal discolorations on the rear portion of the door lower edge. The lining was missing over most of the inner door surface. The remaining portion of lining and insulation were heavily sooted and fire damaged.

Examination of the lower portion of the forward cargo door (right side) revealed soot, and what appeared to be aluminum splatter on the exterior side of the door in the direction of the slip stream. The latch was in the locked position, and soot stains were noted exiting the right side of the latch and swept aft. The top portion of the door, an approximately 6-inch by 3-inch section, which included the hinge, was never located. The top edge the door was melted.

The leading edge of the right wing exhibited sooting and aluminum splatter, consistent with the airflow over the...