N2104JPiper PA-32-300

On September 14, 2022, about 2300 eastern daylight time, a Piper PA-32-300, N2104J, was destroyed when it was involved in an accident near Afton, Virginia. The private pilot was fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

According to the airport manager at Blue Ridge Airport (MTV), Martinsville, Virginia, the pilot diverted to MTV uneventfully on September 10, 2022, due to weather. He purchased 72 gallons of fuel, left his airplane there and returned to Pennsylvania on a commercial flight. On the day of the accident, the pilot arrived back at MTV to retrieve his airplane with the intention of flying back to his home airport, Smoketown Airport (S37), Smoketown, Pennsylvania.

Automatic dependent surveillance – broadcast (ADS-B) and communication data from the Federal Aviation Administration (FAA) indicated that the airplane was in cruise flight at 7,500 ft mean sea level when the pilot reported a rough running engine, followed by a total loss of engine power. The pilot attempted to glide the airplane to Charlottesville-Albemarle (CHO), Charlottesville, Virginia, but the airplane impacted wooded terrain about 15 miles southwest of CHO.

The airplane’s logbooks were not recovered and were presumed destroyed during the postcrash fire. However, the maintenance facility that completed the most recent annual inspection on August 1, 2022, was able to provide copies of their work order and logbook endorsements for that inspection. At that time, the airframe had accumulated a total time of 5,125 hours and the engine had accumulated 1,250 hours since new (factory remanufacture). The oil was not changed during the annual inspection as it had been changed 1 flight hour prior, on May 31, 2022. Additionally, a previous laboratory report of the airplane engine’s oil, dated, June 10, 2021, did not reveal any remarkable anomalies.

The airplane’s logbooks were not recovered and were presumed destroyed during the postcrash fire. However, the maintenance facility that completed the most recent annual inspection on August 1, 2022, was able to provide copies of their work order and logbook endorsements for that inspection. At that time, the airframe had accumulated a total time of 5,125 hours and the engine had accumulated 1,250 hours since new (factory remanufacture). The oil was not changed during the annual inspection as it had been changed 1 flight hour prior, on May 31, 2022. Additionally, a previous laboratory report of the airplane engine’s oil, dated, June 10, 2021, did not reveal any remarkable anomalies.

A debris path about 100-ft long was observed, extending on a 60° magnetic course, consisting of severed trees at a downward angle of about 45°. The wreckage came to rest upright, oriented on a magnetic heading of 240°. The cockpit and cabin were consumed by fire. The fuel selector valve exhibited thermal damage and was positioned to the left main fuel tank. The fuel strainer bowl was thermally damaged, and the fuel strainer screen was destroyed. Flight control cable continuity was established from the cockpit to each of the respective control surfaces except for a separation in each of the rudder cables consistent with impact forces. The propeller remained attached to the crankshaft propeller flange. Both propeller blades remained in the hub. One blade appeared straight and undamaged. The other blade was bent aft about 90°. The spinner was crushed on one side.

The crankshaft could not be rotated by hand. Removal of the rear accessory case housing revealed fragments of connecting rod cap on top of the oil sump baffling. Removal of the oil sump revealed about 1 quart of oil remained in the sump with additional metal fragments. No oil was observed on the ramp at the departure airport and no oil streaks were observed on the airframe, but postimpact fire consumed a majority of the airframe. The lower oil cooler return line was found loose with no safety wire installed before removal from the engine. However, no evidence of oil leakage was observed on the line.

The Nos. 1 and 2 cylinders were removed and their respective connecting rods remained intact. The remaining four cylinders could not be removed from the engine case. An access hole was cut through the oil sump baffling to facilitate visual examination. The remaining four connecting rods were fractured. The visual examination revealed that the crankshaft remained intact.

Teardown examination of the engine at the manufacturer’s facility revealed that the Nos. 3, 4, 5, and 6 connecting rods separated from the crankshaft but remained attached to their respective piston. The No. 6 connecting rod had protruded out of the crankcase between the tappet bores. Some of the connecting rod pieces found in the oil sump were able to be identified by the arm locations (two pieces from the No. 3 connecting rod, one piece from the No. 4 connecting rod, and two pieces from the No. 6 connecting rod. The Nos. 3, 4, 5, and 6connecting rod journals were blackened, scored, melted, and missing base metal. All oil feed areas from the main journals to the connecting rod journals were free of obstructions. A crack was noted in the oil sump, but metallurgical examination revealed overstress features consistent with impact forces and thermal stress. No fatigue was observed.

An autopsy was conducted on the pilot by the Commonwealth of Virginia, Department of Health, Office of the Chief Medical Examiner, Richmond, Virginia. The cause of death was “thermal injury and inhalation of products of combustion.” Toxicological testing of the pilot’s specimens was conducted by the FAA Office of Forensic Sciences, Oklahoma City, Oklahoma. The results were negative for drugs and alcohol.