N7628Y

HISTORY OF FLIGHTOn June 17, 2023, about 0506 eastern daylight time, a Piper PA-30, N7628Y, was destroyed when it was involved in an accident near Ebensburg, Pennsylvania. The pilot and a passenger were fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

ADS-B data provided by the FAA and airport surveillance video revealed that the pilot taxied from the ramp at Ebensburg Airport (9G8), Ebensburg, Pennsylvania, at 0500 for the IFR flight to Ocean City Municipal Airport (OXB), Ocean City, Maryland. The airplane departed from runway 25 about 0504. The ADS-B data indicated that the airplane was in a left-hand turn after takeoff and gradually climbed to an altitude of about 3,600 ft mean sea level (msl). The field elevation at 9G8 was about 2,099 ft. The airplane continued in the left turn for about 360° until the last ADS-B target was observed at 3,000 ft msl on a south-southeasterly heading (figure 1).

Figure 1 – ADS-B flight track and the location of the accident site annotated.

There were no known eyewitnesses to the accident. The landowner who lived adjacent to the accident site reported that, at first light on the morning of the accident, there was “some fog.” PERSONNEL INFORMATIONThe pilot’s personal logbook was recovered after the accident. He logged thirteen instrument approaches in the six months before the accident, including 2.0 hours of simulated instrument time on April 12, 2023, during his most recent flight review. His last actual instrument time was on October 1, 2022, when he logged 1.8 hours. METEOROLOGICAL INFORMATIONThe National Weather Service Surface Analysis Chart, centered over the mid-Atlantic United States for 0500, depicted two low-pressure systems at 1003- and 1001- hectopascals (hPa), respectively, located off the New Jersey Atlantic coast associated with an occluded frontal system.

Geostationary Operational Environmental Satellite (GOES-16) data indicated cloud tops near 6,000 ft. The Nighttime Microphysics Red, Green, Blue (RGB) imagery indicated the cloud cover above the accident site was a combination of low- and very low-level water clouds with the cloud cover moving southward with time.

There was no weather reporting capability at 9G8 and the airport was not equipped with a control tower. The closest airport with weather reporting capability was John Murtha Johnstown/Cambria County Airport (JST), Johnstown, Pennsylvania, located 9 miles south of 9G8 and about 7 miles south of the accident site.

The JST weather at 0454, automated, indicated wind from 300° at 9 knots, visibility 1 1/2 miles, mist, overcast ceiling at 200 ft above ground level, temperature of 12° C, dew point temperature of 12°C, and an altimeter setting of 29.85 inches of mercury.

The beginning of civil twilight was about 0510 and sunrise was about 0542.

A search of archived information indicated that the accident pilot did not request weather information from Leidos Flight Service. The accident pilot did have an account with ForeFlight and filed an IFR flight plan around 0452. No weather imagery was viewed in the ForeFlight application, nor is it known what weather briefing information was provided to the accident pilot through the ForeFlight application. WRECKAGE AND IMPACT INFORMATIONThe accident site was located on private property in a heavily wooded area about 2 miles south of 9G8. The wreckage debris field was about 375 ft in length and about 120 ft-wide, oriented on a heading of 120°. A measured swath cut through the trees was consistent with a 55° left bank and 30° descent angle at the time of impact. The wreckage was highly fragmented, with several areas of postaccident fire. All structural components of the airplane were located within the confines of the wreckage debris field.

The fuselage was highly fragmented, distributed throughout the wreckage path. The cockpit section was found about 200 ft southeast of the initial impact with trees. The nose landing gear was found within this section. The aileron, rudder, and stabilator cables remained attached to their respective cabin controls and could be traced to separations consistent with overstress signatures. Due to the fragmentation of the control cables, some sections of cable could not be identified. One rotational gyro was separated and broken open; there were scoring signatures inside the case where the rotor was formerly present.

The throttle and propeller control levers were found in the fully forward positions; however, there was significant stretching and deformation in this area. The mixture levers appeared to be near the lean positions.

The empennage was fragmented. The vertical stabilizer was found near the impact crater and displayed crushing and thermal damage. The rudder was impact-separated from the stabilizer and was broken into two pieces, each found roughly midway through the wreckage path. The stabilator was broken into two sections, each found roughly midway through the wreckage path.

The left wing was fragmented. The left wing’s inboard section, engine nacelle, and a flap were noted along the right side of the wreckage path. The main landing gear upper strut remained attached to the wing and was observed within the landing gear well. Aileron control cables were observed within the inboard wing section, with each cable terminating in cable separations indicative of overstress.

The outboard portion of the left wing came to rest along the left side of the wreckage path. The left aileron remained attached. The aileron control bellcrank remained within the outboard wing section; the control cable remained attached, terminating in a cable separation indicative of overstress, and the balance cable was impact-separated.

The right wing was fragmented. The right wing’s inboard section came to rest adjacent to the forward cabin and instrument panel. The right flap remained attached to the inboard wing section.

The right outboard wing section was fragmented and distributed along the wreckage path. The main landing gear remained attached to the wing and was observed within the landing gear well. The aileron was impact-separated and was found midway down the wreckage path, displaying impact deformation.

The right aileron bellcrank and adjacent structure were found about 10 ft up a tree near the forward cabin. About 10 ft of aileron cables remained attached, each terminating in cable separations indicative of overload. The control stops appeared undamaged.

The left engine came to rest inverted about 6 ft from the initial impact crater. The engine was heavily fragmented. The camshaft was exposed and broken near the Nos. 1 and 2 cylinders. The crankshaft was broken near the same area. Most of the crankcase shattered forward of the Nos. 1 and 2 cylinders. Cylinder No.1 was liberated from the engine and was found about 10 ft before the engine in the wreckage’s path of travel. The No. 2 cylinder head was found next to cylinder No. 1. The barrel of cylinder No. 2 was embedded with a large section of splintered wood.

The fuel injector remained with the engine firewall and was partially damaged during the impact sequence. The fuel inlet screen was liberated from the unit and found in the soil beneath the engine. The diaphragms of the regulators remained intact and undamaged.

The left and right magnetos were impact-damaged; neither unit could be tested for spark. All of the spark plugs and ignition harness were destroyed during the impact sequence.

The vacuum pump remained attached to the accessory housing but was damaged by thermal forces. The unit was removed and the shear shaft was sheared and melted.

The right engine came to rest against a tree almost in a vertical position. The oil sump was separated from the engine case and the magnetos were resting beside the engine.

The fuel injector was separated from the engine sump but remained with the engine via control cables. The fuel inlet screen was removed for further examination and was unobstructed. The fuel regulator was disassembled and a liquid consistent with aviation fuel was present. The fluid was tested with a water-finding paste and no water was present. The air side of the regulator was absent of fuel.

The flow divider remained secured to the top of the engine and was mostly undamaged. The lines to the divider were secured. The unit was opened for further analysis and fuel was found in the divider. Water finding paste was used and no water was present. The nozzles remained in their respective cylinder heads and were unobstructed.

The diaphragm fuel pump remained secured to the accessory housing and had minor impact damage to the pump housing. The unit was removed and did pump when actuated by hand. The unit was disassembled and the diaphragms were undamaged.

Both magnetos were separated from the accessory housing and were impact damaged. Both units produced spark at all leads when rotated.

The spark plugs that were examined displayed coloration consistent with normal engine operation when compared to the Champion AV-27 Check-A-Plug chart. The ignition harness was destroyed by impact forces.

The vacuum pump remained attached to the accessory housing. The unit was removed and opened for further analysis. The carbon veins were destroyed.

The oil filter was liberated from the accessory housing and the filter housing had minor crush damage. The element was free of debris.

The intake pushrod for the No. 2 cylinder was missing. Damage to the exhaust pushrod of the No. 1 cylinder was visible. The rocker box covers were removed to facilitate the examination.

The engine’s crankshaft was rotated manually using the vacuum pump drive. Compression and suction were confirmed on cylinder Nos. 2, 3, and 4. Valve movement was observed on all cylinders, except for the No. 2 intake valve. The No. 1 cylinder did not hold compression as a result of damage from the impact forces cracking the cylinder head.

The left propeller was impact-sepa...