N345AT

HISTORY OF FLIGHT

On November 22, 2009, about 1330 eastern standard time, a Piper PA-28R-200, N345AT, was substantially damaged when it impacted trees and terrain during a forced landing near Wappinger, New York. The certificated commercial pilot and the pilot-rated passenger were fatally injured. Visual meteorological conditions prevailed, and no flight plan was filed for the flight, which departed Orange County Airport (MGJ), Montgomery, New York, about 1313, and was destined for Danbury Municipal Airport (DXR), Danbury, Connecticut. The personal flight was conducted under the provisions of 14 Code of Federal Regulations Part 91.

According to air traffic control (ATC) information provided by the Federal Aviation Administration (FAA), the airplane departed MGJ and the pilot contacted ATC shortly thereafter to request flight following services. About 1325, the pilot advised the controller, "we've got an oil problem, we're bringing it right to POU [Duchess County Airport, Poughkeepsie, New York]." According to radar data, at that time the airplane was about 6.8 nautical miles south of POU, at an altitude of 3,900 feet msl.

The controller subsequently provided the pilot radar vectors to POU. At 1326, the pilot stated "we just lost the engine." At that time, the airplane was about 5.2 nautical miles south of the airport at 3,000 feet msl. The pilot and the controller then discussed alternative forced landing sites, including a highway that was about 1.5 nautical miles west of the airplane's position. At 1328, the pilot advised that he would not be able to make a landing on the highway, but that he was going to try to make it to an area to his right. Radio contact was lost shortly thereafter and the last radar target was observed 2.5 nautical miles south of POU, at 200 feet msl.

PERSONNEL INFORMATION

According to FAA records, the pilot held a commercial pilot certificate with ratings for airplane single engine land and sea, and instrument airplane. The pilot reported 1,100 total hours of flight experience on his most recent FAA second-class medical certificate, which was issued on February 4, 2009.

AIRCRAFT INFORMATION

The four-seat, low-wing, retractable-gear airplane, serial number 28R-7435303, was manufactured in 1974. It was powered by a Lycoming IO-360-C1C, 200-horsepower engine. Review of maintenance records provided by the co-owner of the airplane revealed that at the time of the accident, the engine had been operated for about 1,714 hours since its most recent overhaul, which was completed on May 8, 1991, at an aircraft total time of 2,959 hours. The engine was then disassembled and inspected after a sudden stoppage event in May 1993, about 339 operational hours since the overhaul. A work order detailing the inspection, and parts repaired or replaced at the time, noted the installation of eight "SL74309 M03" connecting rod bearings.

The engine was subsequently returned to service in July 1993. Between August 1993 and August 2009, the engine accumulated 1,363 operational hours. During that time, the engine log reflected 19 entries detailing engine oil changes. Of those 19 entries, 6 specifically noted an inspection of the oil filter or suction screen. An entry detailing an oil change completed in November 2004 stated, "Check old filter for metal (found some non-ferrous material) Recommend recheck in 25 hours". The next entry in the engine logbook, dated February 2005 stated, "...cut open oil filter, inspected for contamination none noted." This entry was the last which noted any inspection of the engine oil filter.

The airplane's most recent annual inspection was completed August 1, 2009, at a tachometer time of 1362 hours, and at an aircraft total time of 4,662 hours. The next and most recent entry in the engine logbook was dated September 9, 2009, and logged about 4.8 flight hours before the accident flight, stated "Checked out oil leak and traced to engine driven fuel pump. Replaced fuel pump, washed engine, ran-up and checked for leaks, no leaks were noted. Found ok to return to service."

METEOROLOGICAL INFORMATION

At 1353, the weather reported at POU included clear skies, 10 statute miles visibility, winds from 010 degrees at 9 knots, temperature 11 degrees Celsius (C), dewpoint 3 degrees C, and an altimeter setting of 30.32 inches of mercury.

WRECKAGE AND IMPACT INFORMATION

The accident site was located in the vicinity of the final radar target, at an elevation of 239 feet, on a densely wooded private lot. The initial impact point was a tree about 60 feet-tall. The wreckage path was oriented about 195 degrees magnetic from the tree, and broken tree branches and small pieces from the airplane were strewn along that path. The main portion of the wreckage came to rest about 190 feet beyond the initial impact point, and consisted of the fuselage, both wings, and the tail section.

The airplane came to rest inverted oriented roughly 230 degrees magnetic. The outboard 4 feet of the left wing was separated from the inboard portion, and was located about 15 feet from the left wing. Control continuity was traced from the cockpit area to the respective flight control surfaces. All three landing gear were in the down and locked position, though the landing gear selector handle was found in the up position. The flaps were set to the 10-degree position. The stabilator trim tab was deflected toward the nose up direction. Both fuel tanks were ruptured, and there was a strong odor of fuel at the scene. No oil staining or spray patterns were noted on the outside of the fuselage, and no evidence of a pre- or post-impact fire were noted.

One of the two propeller blades was bent aft about 16 inches from the tip, but otherwise appeared relatively un-damaged. The other propeller blade appeared straight and also was relatively un-damaged. The propeller remained attached to the propeller flange on the crankshaft. The engine displayed varying degrees of impact damage, and continuity of the drivetrain was confirmed from the accessory section to the propeller.

A cursory examination of the engine was conducted after the engine was separated from the airframe and placed on a trailer for transport. Oil was observed draining from the engine as it was separated from the airframe and transported away from the scene. The engine oil filler cap remained installed, though the filler neck was separated from the engine case, consistent with impact. The top four spark plugs were removed, and three appeared dark gray in color with no abnormal wear noted, while the fourth spark plug appeared oil soaked.

The oil suction screen was removed, and was found to be contaminated with ferrous and non-ferrous metal, as was the oil filter element. The engine was retained, and a more detailed inspection was scheduled for a later date. An electronic engine monitoring instrument was recovered from the wreckage and forwarded to the NTSB Vehicle Recorders Laboratory, Washington, DC, for data extraction.

The wreckage was transported to an aircraft recovery facility where the engine was disassembled and examined in detail. As the engine was disassembled, an undetermined quantity of oil drained from the crankcase. No damage was noted to the rear accessory gears, intake or exhaust valves, valve springs, or valve rockers. The engine oil pump was disassembled, and light radial scoring was noted on the pump cavity walls, while the pump impeller gears were intact.

The number 1 and 2 cylinders were removed with no damaged noted to the pistons. The corresponding connecting rods were free to move on the crankshaft journals. Removal of both connecting rods revealed that the connecting rod bearings were intact and exhibited some pitting and embedded material. The number 3 and 4 cylinders could not be separated from the crankcase due to damage at the cylinder bases inside the crankcase. The number 4 connecting rod remained attached to the crankshaft and was free to move, while the number 3 connecting rod was separated from the crankshaft.

Portions of the number 3 connecting rod, connecting rod cap, and connecting rod cap bolts were found in the oil sump, along with other debris. A complete connecting rod bearing for the number 3 connecting rod was not found. The number 3 connecting rod journal exhibited a grove around its circumference consistent in profile with a connecting rod bolt shank. The journal also exhibited thermal bluing. The crankcase, crankshaft, number 3 and 4 cylinders, and the debris found within the engine were forwarded to the NTSB Materials Laboratory for further examination.

MEDICAL AND PATHOLOGICAL INFORMATION

An autopsy was performed on the pilot by the Office of the Medical Examiner, Dutchess County, New York. The FAA's Bioaeronautical Sciences Research Laboratory, Oklahoma City, Oklahoma, performed toxicological testing on the pilot. No traces of carbon monoxide, cyanide, or ethanol were detected.

TESTS AND RESEARCH

A detailed metallurgical examination of the engine was conducted by the NTSB Materials Laboratory. According to the Materials Laboratory Factual report, the main crankcase journals 1, 2, and 4, and connecting rod journals 1 and 2 were smooth to the touch and did not show any significant scoring when scraped with a fingernail across the journal surfaces. The number 3 connecting rod journal showed rotational scoring, heat tinting, and metal transfer on the surface around the diameter. Some rotational scoring was also observed on main crankcase journal 3. A semicircular wear groove was observed in the middle of the journal surface extending around the circumference of the number 3 connecting rod journal. The bore of the connecting rod saddle exhibited heat tinting with circumferential sliding contact marks and metal transfer. The middle of the bore was raised relative to the rest of the surface corresponding to the wear location on the journal.

The number 3 connecting rod was fractured in the saddle at two places....