N6842W

HISTORY OF FLIGHTOn March 29, 2015, about 1335 eastern daylight time, a privately owned and operated Piper PA-28-140, N6842W, crashed shortly after takeoff from Brandywine Airport (OQN), West Chester, Pennsylvania. The airplane was destroyed by impact and a postcrash fire, and the flight instructor and private pilot were fatally injured. Visual meteorological conditions prevailed at the time and no flight plan was filed for the local personal flight that was conducted under the provisions of 14 Code of Federal Regulations (CFR) Part 91. The flight was originating at the time of the accident.

The purpose of the flight was a flight review for the airplane owner, who had reportedly not flown since 2011.

According to witnesses, two engine run-ups were performed before the accident flight. During the first run-up, when one of the magnetos was checked, the engine sounded rough and remained at a higher rpm for a period of time, before power was reduced to idle. During the second magneto check, the engine sounded better than the previous check. The airplane then taxied onto the runway and began a takeoff roll from runway 27, which was aborted for unknown reasons. One witness stated that he did not hear any abnormal engine sounds associated with the aborted takeoff. The airplane then returned to the approach end of runway 27, for a second takeoff attempt.

A witness adjacent to the approach end of the runway stated he did not hear an engine run-up, and reported he heard four "pop" sounds followed by a loud "pop" sound, when the airplane was still on the ground, about halfway down the runway. The "pop" sounds quit and the airplane rotated about abeam the windsock, or about 1,070 feet down the runway. After rotation as soon as the airplane began to climb, the wings wobbled, the engine "sputtered badly…", quit, and then resumed normal operation. The sputtering lasted 3 to 4 seconds and during that time the airplane travelled the length of two runway centerline markings. During that time the airplane levelled off; however, the sputtering was enough for one witness to exclaim aloud three times, "put it down." Another witness indicated that if he had a VHF radio with him he would have broadcast "abort" when the sputtering occurred while the airplane was just above the runway.

The flight continued and a witness who was at the approach end of runway 27 reported an estimated 5 seconds after he heard the first pop sound, that the engine popped eight times over a period of 1 to 2 seconds. At that time the airplane appeared to be in a wings level attitude between 10 to 100 feet above ground level (agl), and about 3/4 down the runway. As the airplane neared the end of the runway, "…the engine sputtered again and restarted." The flight continued and was over or near U.S. Route 202 (Route 202), west of the departure end of the runway, in a climb about 200 feet agl when the engine "sputtered badly again." The airplane then banked to the left, flew above Route 202 in a southerly direction, and while in a nose-up attitude, banked left again to a "wings vertical" attitude, before it pitched nose-down and entered an incipient spin. The airplane disappeared from view of the witnesses and about 20 seconds later, black smoke was noted which then changed to white in color. Witnesses further reported that there was no smoke training the airplane or any other visual evidence of an in-flight fire prior to the accident. PERSONNEL INFORMATIONThe flight instructor, age 67, held an airline transport pilot certificate with airplane single-engine land, and airplane multiengine land ratings; and a flight instructor certificate with airplane single-engine, airplane multiengine, and instrument airplane ratings. He was issued a second-class medical certificate on December 16, 2014, with a limitation, "Must wear corrective lenses and possess glasses for near and interim vision." At that time, he listed a total flight time of 12,093 hours. His last flight review in accordance with 14 CFR Part 61.56 occurred on June 6, 2014; it was performed in a Beech 23.

The pilot/owner, age 64, held a private pilot certificate with an airplane single-engine land rating. He also held a third-class medical certificate issued December 22, 2014, with a limitation, "must have available glasses for near vision." At that time, he listed a total flight time of 224 hours. An "Aircraft Logbook" that contained entries associated with flights recorded his last flight as July 6, 2011. On the pilot's insurance application dated September 3, 2011, he indicated his total time was 228 hours, which included 114 hours in make and model, and 7 hours flown in the last 12 months. AIRCRAFT INFORMATIONThe PA-28-140 airplane was manufactured in 1965 by Piper Aircraft, and was designated serial number 28-20985. It was powered by a 150 horsepower Lycoming O-320-E2A engine, that was equipped with a two-blade, metal, fixed pitch Sensenich M74DM-0-58 propeller.

The airplane's previous flight was about 4.5 months earlier when it was flown from Philadelphia, Pennsylvania, to OQN, for completion of an annual inspection. The pilot who flew the airplane was also the mechanic who performed the latest annual inspection, and he indicated there were no issues with the engine during the flight.

The annual inspection was signed-off as being completed on December 11, 2014. Maintenance records indicated that the airplane total time at that time was 2,749.2 hours. The airplane was not test flown by the mechanic in conjunction with completion of the annual inspection; however, the engine was operated twice by him. One time to full-rated rpm during an extensive ground run-up with no discrepancies reported. The mechanic indicated that following the second engine run, his typical procedure was to place the fuel selector valve in the off position, which he likely did. Documents associated with the annual inspection indicated in part, that a leaking gascolator was repaired.

A review of OQN fueling records revealed that 29.4 gallons of fuel were added to the airplane on February 3, 2015. According to the airport manager, there were no fuel related issues reported by the pilots or owners of any refueled aircraft. METEOROLOGICAL INFORMATIONA weather observation taken at Chester County GO Carlson Airport (MQS), Coatesville, Pennsylvania, which was located about 13 nautical miles west of the accident site, about the time of the accident, reported the wind was from 320 degrees at 10 knots, with gusts to 15 knots, the visibility was 10 statute miles in clear skies. The temperature and dew point were 2 and minus 13 degrees Celsius, respectively, and the altimeter was 30.29 inches of mercury. AIRPORT INFORMATIONThe PA-28-140 airplane was manufactured in 1965 by Piper Aircraft, and was designated serial number 28-20985. It was powered by a 150 horsepower Lycoming O-320-E2A engine, that was equipped with a two-blade, metal, fixed pitch Sensenich M74DM-0-58 propeller.

The airplane's previous flight was about 4.5 months earlier when it was flown from Philadelphia, Pennsylvania, to OQN, for completion of an annual inspection. The pilot who flew the airplane was also the mechanic who performed the latest annual inspection, and he indicated there were no issues with the engine during the flight.

The annual inspection was signed-off as being completed on December 11, 2014. Maintenance records indicated that the airplane total time at that time was 2,749.2 hours. The airplane was not test flown by the mechanic in conjunction with completion of the annual inspection; however, the engine was operated twice by him. One time to full-rated rpm during an extensive ground run-up with no discrepancies reported. The mechanic indicated that following the second engine run, his typical procedure was to place the fuel selector valve in the off position, which he likely did. Documents associated with the annual inspection indicated in part, that a leaking gascolator was repaired.

A review of OQN fueling records revealed that 29.4 gallons of fuel were added to the airplane on February 3, 2015. According to the airport manager, there were no fuel related issues reported by the pilots or owners of any refueled aircraft. WRECKAGE AND IMPACT INFORMATIONThe airplane crashed in the backyard of a residence. Property damage consisted of damage to two small trees and some ground debris. The wreckage was located about 1/2 nautical mile southwest from the departure end of runway 27. All components necessary to sustain flight were accounted for at the accident site. A postcrash fire consumed a majority of the airplane.

Examination of the airplane revealed the cockpit, cabin, and empennage were nearly completely consumed by postcrash fire. The nose gear displayed substantial fire and impact damage and was folded under the engine. Both front seats were loose from the structure and all combustible material had been consumed. Two fastened lap belt buckles were recovered with attach points for shoulder belts, but no belts were attached. The rear seat frame was loose from the structure and all combustible material was consumed. Flight control continuity was confirmed for roll, pitch, and yaw.

Examination of the firewall revealed the auxiliary fuel pump was heat damaged which precluded operational testing; the fuel lines from it were damaged and exposed to the environment. The bottom of the fuel pump, which was safety wired, was removed and the filter was found in-place but fractured. Components of the gascolator consisting of the bracket, outlet tube assembly, bail wire and nut, the drain valve and fitting were identified in the wreckage. The drain valve exhibited evidence of heat damage associated with the postcrash fire, and some impact damage. The gascolator drain valve was retained and forwarded to the NTSB Materials Laboratory, Washington, D.C. for further examination.

The left wing was oriented on a magnetic heading of 352 degrees, and was nearly c...