N4307P

On June 23, 2023, about 0734 central daylight time, a Piper PA-23-160 airplane, N4307P, sustained substantial damage when it was involved in an accident near Ocean Springs, Mississippi. The pilot was uninjured. The airplane was operated as a Title 14 Code of Federal Regulations (CFR) Part 91 personal flight.

The pilot was planning to fly the airplane cross-country to the Transylvania Community Airport (3NR3), Brevard, North Carolina, to have an annual inspection performed. Before the departure at the Ocean Springs Airport (5R2), Ocean Springs, Mississippi, the pilot reported there were about 105 gallons of 100 low-lead fuel onboard for the cross-country flight. The pilot reported that, shortly after taking off from runway 36, the left engine sustained a total loss of engine power without any prior indication. The pilot performed a forced landing northwest of runway 36; the airplane impacted an unoccupied grass athletic field on the property of a school. During the forced landing, the airplane traveled through a fence and came to rest nose down on the athletic field. The pilot was able to egress from the airplane without further incident.

The airplane sustained substantial damage to both wings and the fuselage. At the accident site, the left throttle control was found in the closed position, the left propeller control was found near the full forward (increase) position, and the left mixture control was found about halfway between the rich and the lean positions. During the accident sequence, the left-wing main fuel cell (rubber bladder style) was breached. The left-wing fuel auxiliary fuel cell (rubber bladder style), was cut open during the recovery to facilitate fuel removal and no recoverable fuel was found. An impact mark that had penetrated the grass into the dirt, near the left engine, was observed containing blue liquid. During the recovery of the airplane from the accident site, about 45 gallons of fuel was recovered from the airplane.

Examination of the airframe confirmed flight control continuity. Both fuel selector levers were in the forward position (for the main fuel cells). The crossfeed lever was in the off position. Both primer plungers were found stowed and locked. No fuel was observed in the left-wing auxiliary fuel cell, which had been cut open. No fuel was observed in the left-wing main fuel cell, which had been breached. The left-wing fuel strainer bowl sump drain was actuated and about 1 cup of blue liquid was drained from the strainer bowl. The liquid was consistent in both color and odor with 100 low-lead fuel. The liquid was collected in a glass jar and tested with water finding paste, which showed negative results. Both fuel bladder finger screens and the wing fuel vent system for the left side of the airplane were found free from blockage. The left-wing fuel line was found free from blockage. The left-wing airframe fuel pump was field tested with electric power and operated with no abnormalities noted.

Fuel was not observed in any of the left-engine fuel hoses forward of the firewall. The crankshaft was manually rotated and continuity of the crankshaft to the rear gears and to the valvetrain was confirmed. Thumb compression and suction were observed for all four cylinders. The interior of the cylinders was observed using a lighted borescope and no anomalies were noted.

The engine-driven fuel pump remained attached to the left engine. The pump was removed from the engine. The pump was partially disassembled and no damage to the rubber diaphragms or internal check valves was noted. The fuel pump plunger was found installed inverted and fell out when the fuel pump was removed. No fuel drained from the pump when it was tilted.

The carburetor remained attached to the left engine and no damage was noted. The throttle, mixture, and carburetor heat cables remained attached to their respective actuator arms. All four bolts for the body of the carburetor were found finger loose, but were safety wired. The carburetor was disassembled and no abnormalities were noted. No fuel was observed in the carburetor float bowl. The carburetor fuel inlet screen was unobstructed.

The left propeller remained attached to the engine crankshaft flange with all six propeller mounting studs secure and lockwired. There were no indications of oil leaks originating from the propeller or the mounting flange. The propeller exhibited damage, bending aft, and chordwise/rotational abrasion on the camber side near the tips.

There were no preimpact mechanical malfunctions or failures found with the airframe, the left engine, or the left propeller that would have precluded normal operation.

A review of the airplane’s maintenance records for the left engine, the left propeller, the right engine, and the right propeller, showed the most recent annual inspection was on June 3, 2021, 24 months before the accident. An annual inspection is required per 14 CFR Part 91.409 Inspections (a), for an aircraft to be airworthy.

The left engine had accumulated 1,048.95 hours of time-in-service since the most recent engine overhaul in July 1995, more than 28 years before the date of the accident. Lycoming Engines Service Instruction Number 1009BE, Time Between Overhaul (TBO) Schedules, was released on April 24, 2000. This document states in part:

All engine models are to be overhauled within twelve (12) calendar years of the date they first entered service or of last overhaul. This calendar year time period TBO is to mitigate engine deterioration that occurs with age, including corrosion of metallic components and degradation of non-metallic components such as gaskets, seals, flexible hoses and fuel pump diaphragms.

Compliance with Lycoming Engines Service Instruction Number 1009BE is not mandated by the Federal Aviation Administration for 14 CFR Part 91 operations.

A review of the pilot’s logbook showed that his most recent flight review was on September 30, 2014. Per 14 CFR Part 61.56 (c), a flight review was required within the 24 months preceding the accident to act as a pilot-in-command of an aircraft.