SANFORD, FL, USA
N859KW
Piper PA-28-140
Shortly after takeoff during level cruise flight at 1,500 feet, the engine rpm began decreasing. The pilot applied full throttle but the engine rpm continued decreasing to engine failure. While descending for a forced landing in a field, the airplane collided with and remained suspended in trees. Post crash examination of the engine revealed that the flexible oil radiator hose from the engine driven oil pump to the oil cooler was failed about 27 inches forward of the engine driven oil pump outlet. Review of the maintenance records revealed that the failed hose was last replaced on May 1, 1977, in accordance with a non-repetitive Airworthiness Directive. The airplane had accumulated 2,388.1 hours since replacement 20 years 1 month and 25 days earlier. The hose is a on-condition item.
On June 26, 1997, about 1735 eastern daylight time, a Piper PA-28-140, N859KW, registered to Juliet Sierra Aviation, Inc., collided with a tree during an emergency descent for a forced landing shortly after takeoff from the Orlando Sanford Airport, Sanford, Florida. Visual meteorological conditions prevailed at the time and no flight plan was filed for the 14 CFR Part 91 personal flight. The airplane was substantially damaged and the private-rated pilot, the sole occupant, was not injured. The flight originated about 2 minutes earlier from the Orlando Sanford Airport. The pilot stated that after departure while in level cruise flight at 1,500 feet, he noted that the engine rpm was decreasing but the engine sounded normal. The engine rpm continued to decrease although full throttle was applied. While turning to return to the airport, the engine failed. He trimmed for the best glide airspeed, advised the tower, and began gliding toward an open field ahead and to the left of the flightpath of the airplane. While descending the airplane collided with and remained suspended in a line of palm trees that border the edge of the field. Postcrash examination of the airplane revealed oil on the bottom of the fuselage from the engine compartment area to the empennage. Examination of the engine by an FAA inspector revealed the flexible oil hose, Part Number 63901-72, from the engine-driven oil pump to the oil radiator was failed about 27 inches forward of the engine-driven oil pump outlet fitting. There was no evidence of chafing on the fire sleeve adjacent to the failed area. The hose had a band clamp around it which indicated that it was assembled in the first quarter of 1977. Review of the engine logbook revealed that the oil radiator hoses to and from the oil cooler were recorded as being replaced in accordance with Airworthiness Directive (AD) 76-25-06, on May 1, 1977. The AD was nonrepetitive. The tachometer time and airplane total time at replacement were recorded to each be 1,920.51 hours. There were no further entries which indicate that the hoses were replaced since that time. The logbook reflects no entries between an annual inspection that was performed on July 21, 1988, at an airplane total time of 4,136.0 hours and August 2, 1995, at an airplane total time of 4,139.22 hours. The airplane was last inspected on September 9, 1996, in accordance with an annual inspection. The airplane total time on that date was recorded as 4,233.7 hours. The tachometer time postcrash was recorded as 4,308.61 hours. The engine received a major overhaul on January 3, 1979, at a total time of 2,798.0 hours.
Failure of the oil cooler radiator hose which resulted in oil exhaustion and subsequent engine failure. Contributing to the accident was the failure of the FAA to require a recurrent detailed examination and or require those hoses be life limited to prevent failure. Also, unsuitable terrain encountered by the pilot during the emergency descent for a forced landing.
Source: NTSB Aviation Accident Database
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