Nichols, FL, USA
N387RP
PIPER PA-30
The twin-engine airplane was recently purchased and had maintenance performed in preparation for its resale. The airplane had flown a total of approximately 10 hours during the 18-month period prior to the last annual inspection. The airplane flew an additional 10 hours during the approximate 1-month period after the inspection, until the accident. The airplane was several miles south of the departing airport, at an estimated altitude of 1,500 feet above the ground, when witnesses heard engine problems just before the airplane went into a nose-low, near-vertical spiraling descent, completing several revolutions before impacting a dirt road. Evidence at the scene was consistent with a loss of power on the right engine. Evidence that the fuel system for the right engine had been exposed to water for an extended period was identified, but the effect of this exposure as it related to the operation of the right engine could not be determined. Besides the possibility of fuel contamination, no other airworthiness issues were identified that could account for the loss of engine power.
HISTORY OF FLIGHT On July 9, 2007, about 0815 eastern daylight time, a Piper PA-30, N387RP, registered to Global Aviation LLC and operated by an individual, impacted a dirt road in a mining facility in Nichols, Florida. Visual meteorological conditions prevailed at the time and no flight plan was filed for the 14 Code of Federal Regulation Part 91 personal flight. The airline transport pilot (ATP) and student pilot/passenger were killed, and the airplane incurred substantial damage. The flight had originated from the Lakeland Linder Regional Airport (LAL), Lakeland, Florida, about 0806. The airplane departed on runway 27 and turned south. The tower controller cleared the pilot for frequency change when the airplane was about 4 miles away, at a radar altitude of 1,500 feet. A witness, working in the mining facility, stated that he heard an airplane's engine go into idle or shut off. He looked up and the airplane was about 800 feet above ground level (agl), in a nosedive, spiraling toward the ground. He heard what he believed to be attempts to start the engines. The airplane completed three to four spins before it straightened out and entered a flat spin, at an altitude of about 400 feet agl. He lost sight of the airplane as it disappeared over the horizon, followed by a loud "crunching" sound shortly after. Another witness stated he was located on a hill about 2,000 feet north and 200 feet above the main road where the airplane impact. He observed the airplane about the same altitude the news media helicopters were at, later that day during the news coverage. The airplane was spiraling, in what he believed to be in a clockwise rotation, with the nose of the airplane down, almost vertical, making about 1 revolution per second. The airplane completed about five to eight revolutions before the impact, and he heard the "thump" sound as the airplane impacted a dirt road. Another worker commented to the witness that the airplane was flying south to north, when he observed fire or smoke coming from one of the two engines, but the worker could not recall from which engine. Subsequently, the airplane lowered its nose and began to spiral down. PERSONNEL INFORMATION The occupant in the left front seat, age 62, held a student pilot certificate. He was issued a third-class medical certificate on June 1, 2007, with limitations. At that time, the student pilot reported a total flight experience of 5,000 hours. The student pilot's flight logbook was not provided. The occupant in the right front seat, age 51, held an ATP certificate, with a rating for airplane multiengine land. He also held a commercial certificate, with ratings for airplane single-engine land and instrument airplane. He held a certified flight instructor certificate, with a rating for airplane single-engine. He was issued a first-class medical certificate on March 1, 2007, with limitations. At that time, the ATP reported a total flight experience of 14,000 hours. The ATP's flight logbooks were not provided. AIRCRAFT INFORMATION The Piper PA-30 (Twin Comanche) airplane was built in 1967, with serial number 30-1329 and registered as normal category. A review of the airplane's maintenance logbook records revealed that both engines were last overhauled on March 25, 1977 and the last annual inspection was performed on January 18, 2005. The airplane had maintenance performed on June 23, 2007, and had accumulated 9.8 Hobbs hours between those two dates. The airplane had accumulated a 10.1, Hobbs hours between the last maintenance performed and the accident; the airframe had a total time of 6,412 hours and both engines had a total of 2,050 hours since overhaul. The airplane was last fueled on July 7, 2007, with 40 gallons of 100LL aviation gasoline. METEOROLOGICAL INFORMATION The closest official weather observation was the LAL, 7 miles from the accident site. At 0750, an Aviation Routine Weather Report (METER) recorded in part: winds calm; visibility 7 statute miles; scatted clouds at 4,500 feet; temperature 26 degrees Celsius (C); dew point 23 degrees C; altimeter 30.05 inches of mercury. WRECKAGE AND IMPACT INFORMATION The airplane came to rest upright, on a dirt road, after impacting the ground in a nose low and left wing low attitude, while on an approximate course of 360 degrees magnetic, 7 miles south of LAL. Impact damage was consistent with the airplane in a right yaw motion. The forward section of the airplane was crushed in and aft, and the nose landing gear wheel assembly had ripped through the cockpit floor area. Both wing tip fuel tanks and all fuel cells were breached. Both wing leading edges were crushed up and aft. Both main landing gears and flaps were in the up position. The empennage section had bent forward, striking the roof of the cabin area. Both engines' propeller hub assemblies were separated from their respective crankshaft at the flange. Both propeller blades on the right engine were observed in the low pitch position. One of the propeller blades from the left engine was observed in a high pitch, while the other blade was in a low pitch position; however, both blades were impact damaged. During the recovery of the wreckage, the soil underneath the airplane had an odor of aviation fuel when the top dry soil was moved. The vegetation adjacent to the left wing tip tank had indication consistent with being exposed to aviation fuel. MEDICAL AND PATHOLOGICAL INFORMATION A postmortem examination of the student pilot/passenger and ATP were conducted under the authority of the Florida State Medical Examiners, Winter Haven, Florida, on July 10, 2007. The cause of death for the student pilot/passenger and the ATP were skeletal fractures and visceral lacerations from blunt impact forces. The Federal Aviation Administration (FAA) Civil Aeromedical Institute (CAMI) conducted a toxicological examination on July 12, 2007. The student pilot /passenger was negative for alcohol and positive for Atenolol, Chlorpheniramine, Midazolam, Alprazolam, and Alpha-Hydroxyalprazolam. The ATP was negative for alcohol and drugs. TEST AND RESEARCH According to information obtain from family members and witnesses, the student pilot/passenger had just purchased the airplane on June 9, 2007, and the ATP arranged for maintenance to be performed in preparation to sell the airplane in Brazil. The mechanic who performed the maintenance stated that one of the maintenance items was the replacement of the left fuel selector valve. The valve was corroded and not functioning correctly, resulting in the left engine shutting down in flight. The mechanic added that there was discussion between the student pilot/passenger and the ATP on where and whom would sign-off the annual inspection, once the maintenance was completed. An examination of the airframe, engines, fuel components, and propeller assemblies were conducted by the respective manufactures at an approved repair facility with FAA and National Transportation Safety Board oversight. Flight control continuity was established from all flight control surfaces to the flight controls in the cockpit. The horizontal trim was observed in the neutral position. The position of the fuel selector valves was not determined due to impact damage. Fuel was found in all fuel lines that were separated from the fuel selector valves. The left engine continuity rotation could not be established; the crankshaft had been forced aft during impact and compressed the No. 1 and No. 2 connecting rods and journals. The left engine was disassembled. The left engine mechanical fuel pump was observed with impact damage and was disassembled; corrosion was observed in the inner chambers. The left engine fuel servo inlet screen was observed with rust. The right engine crankshaft rotation was accomplished. The right engine was disassembled. The right fuel selector valve was observed with water and foreign debris when disassembled. No preimpact mechanical failure was found, which would have prevented both engines from developing power prior to the accident. The left and right engine fuel servos were flow checked and completely disassembled; no preimpact anomalies were observed. The left and right engine fuel diverter valves were flow checked and disassembled; no preimpact anomalies were observed. The examination of both propeller assemblies revealed that at the time of impact, the left propeller was at a low pitch position and not feathered. The impact damage to the blades was consistent with power off at minimal or no rotation at impact. The right propeller was at a low pitch position and not feathered; consistent with rotation at low power or no power at the time of impact. There were no discrepancies noted that would preclude normal operation of the left and right propeller assembly; all damage was consistent with impact damage. The separated fractured crankshaft flanges from the right and left engines were examined by the Safety Board's Materials Laboratory. Both pieces had fractures with matte gray features on slant planes, consistent with overstress fracture. Overall deformation and fracture patterns of both pieces were consistent with overstress fracture in bending. Near-surface flat regions were observed on the fracture surface from the left engine crankshaft, consistent with overstress fracture through a hardened surface layer. Smearing was observed in the final areas of fracture propagation, consistent with the compression side of the bending fractures. A Garmin iQue 3600a handheld global positioning system (GPS) and a Sony Cybershot DSC-W30 camera were recovered among the wreckage and sent to the Safety Board's Vehicle Recorder Laboratory. No data could be retrieved from both units due to the damage incurred during impact. The airplane's flight manual makes reference to the minimum control speed (Vmc), with a single engine operating, as 90 mph and acrobatic maneuvers, including spins, are prohibited.
Failure of the flight crew to maintain minimal controllable airspeed following a total loss of power in the right engine.
Source: NTSB Aviation Accident Database
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