N22AMCessna T310R · 1979

On March 27, 2016, about 1636 eastern daylight time, a Piper PA-23-250, N22AM, was substantially damaged during a forced landing to a highway near Danville, Virginia. The private pilot sustained minor injuries and the three passengers were not injured. The airplane was privately owned and operated under the provisions of 14 Code of Regulations Part 91 as a personal flight. Instrument meteorological conditions (IMC) were reported in the area of the accident. No flight plan was filed for the personal flight that originated at the Charleston International Airport (CHS), Charleston, South Carolina, about 1330, and was destined for Martin State Airport (MTN), Baltimore, Maryland.

According to air traffic control (ATC) transcripts, before departure the controller advised the pilot of 700 ft cloud bases and asked him if he was instrument flight rules qualified. The pilot stated that he was, but the airplane was not, and that he wanted to depart under visual flight rules. Shortly after takeoff the pilot had difficulty maintaining his ATC-assigned headings and stated he was "between layers." About 90 minutes into the flight the controller asked the pilot if he was returning to his destination, the pilot replied "no, I'm in the middle of the clouds, what's my current heading?" The controller then asked if he needed assistance, and the pilot stated that he did not and that he would make a turn to get back on course. The pilot then notified ATC that he had an intermittent engine and requested to divert to the nearest airport.

A few minutes later, the pilot advised ATC that both engines were functioning again. The pilot was repeatedly unable to maintain a heading and began receiving no-gyro radar vectors. The controller asked the pilot if he could determine if he had a vacuum failure, the pilot stated, "how would I do that?" The controller made repeated requests to the pilot to maintain altitude and the pilot then reported to ATC he was in IMC and to "help me all you can." About 2 hours into the flight the pilot elected to divert to Roanoke-Blacksburg Regional Airport (ROA), Roanoke, Virginia. About 2 hours 30 minutes into the flight the pilot reported "mayday mayday I've just lost my engines." The pilot later stated he was using an application on a personal electronic device to navigate.

The pilot reported that the flight departed with 5 hours of fuel onboard for the estimated 2-hour, 30-minute flight. After switching fuel tanks, and turning on the fuel pumps, power was briefly restored to the right engine, followed by an abrupt loss of power in both engines. The pilot then performed a forced landing on the highway. During the landing, the airplane impacted a tree, and came to rest inverted in a grassy area along the road.

Photographs of the wreckage taken by a Federal Aviation Administration inspector revealed damage to both wings and fuselage, the airplane came to rest inverted. The right wing, outboard of the right engine was folded under the right engine, and the right wing tip separated from the wing, along with the right outboard fuel tank.

Examination of the wreckage and engine revealed impact damage to the right engine, the left engine was undamaged. No fuel was found in the right fuel tanks, which were compromised during the impact sequence. The left inboard fuel tank had a trace amount of fuel, and there was no blighting of the grass around the wreckage. Fuel lines from the left and right fuel pump to the fuel injector were secure and intact, no fuel was observed when the lines were disconnected from the fuel flow transducer. Fuel lines from the left and right output fuel injector to the input fuel flow divider were secure and intact, no fuel was observed when the lines were disconnected.

Due to the lack of integrity of the right fuel tanks, and the minimal quantity of fuel in the left tanks, the quantity of fuel when the accident occurred could not be determined.

The airplane was equipped with two Lycoming TIO-540, 250 horsepower, six-cylinder piston engines. The right engine No. 1 cylinder rocker cover and connecting rods sustained impact damage, separating them from the cylinder. A borescope was used to examine the cylinder, the exhaust valve head was laying inside the cylinder, preventing full 360-degree manual rotation. Valve train continuity was established on cylinder Nos. 2, 3, 4, 5, and 6.

On the left engine, the rocker covers were removed, none of the rockers, valve springs, and valve seats showed any signs of preimpact mechanical damage. The engine was manually rotated, continuity of the drive train, crankshaft, and camshaft were established, and thumb compression obtained on all cylinders.

The magnetos were placed on a test stand, all six leads on each of the four magnetos produced a spark. The left and right vacuum pumps thrust coupling were fractured, and exhibited rotational scoring consistent with the pumps failing and continued operation of the engines.

The airframe and engine logbooks were not available for review; however, the mechanic who inspected the airplane about 3 weeks before the accident provided a statement. He reported that the engines, propellers, and airframe were inspected in accordance with an annual inspection. He stated that the airplane was taxied around the airport for several hours, and that all systems were tested for proper operation.

The closest weather reporting facility was Danville Regional Airport (DAN), Danville, Virginia, about 14 miles east of the accident site. At 1653, weather included wind from 080 at 5 knots; visibility 9 statute miles; clouds and sky condition, overcast at 400 ft; temperature, 13° C; dew point, 12° C; and altimeter setting 30.14 inches of mercury. The pilot did not obtain a weather briefing before departing.

The pilot's total flight experience at the time of the accident could not be reconciled. At the time of his most recent application for an FAA medical certificate on June 30, 2015, he reported 2,200 total hours of flight experience.