N8262PPiper PA-24-250

On August 20, 2021, about 1013 eastern daylight time, a Piper PA-24-250, N8262P, was destroyed when it was involved in an accident near Wadesboro, North Carolina. The pilot and passenger were fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

According to the previous owner of the airplane, he sold the airplane to the accident pilot on August 4, 2021. The pilot drove from his home in Florida to Darr Field Airport (NC03), High Point, North Carolina, where the airplane was based at the time. The pilot, who also held a mechanic certificate with airframe and powerplant ratings, as well as an inspection authorization, planned to complete repairs, perform an annual inspection, and fly the airplane to LaBelle Municipal Airport (X14), LaBelle, Florida. The repairs included replacing hoses, rebuilding a jammed fuel selector valve, repairing a corroded fuel line, and removing and checking one magneto. On the day of the accident, the pilot made an uneventful flight in the airplane from NC03 to Anson County Airport (AFP), Wadesboro, North Carolina. Before the day of the accident, the airplane had not been flown for about 15 years.

The pilot purchased 51 gallons of fuel at AFP and departed for X14. According to witnesses, during startup, the engine sputtered and backfired. Shortly after takeoff, the engine sputtered and backfired again. The airplane then turned left and descended nose down into wooded terrain, where a postcrash fire ensued.

The pilot’s logbook was not recovered during the investigation. On an insurance application for a September 30, 2020, policy renewal, the pilot reported a total flight experience of 800 hours, of which 100 hours were accumulated during the preceding 12 months. The application was for a different make and model airplane than the accident airplane. The pilot’s experience in the accident airplane make and model could not be determined from the available evidence.

The maintenance logbooks were not recovered during the investigation.

The maintenance logbooks were not recovered during the investigation.

The wreckage came to rest inverted, oriented to the east with no debris path observed, and located about 0.5 miles north-northwest of the runway 34 departure end. The cockpit and cabin were partially consumed by fire. The throttle mixture and propeller levers were observed in their fully forward position. Both magnetos were selected, and the electric fuel pump switch was in the on position. The fuel selector valve, which exhibited thermal damage, had separated and was positioned to the left main fuel tank.

Measurement of the flap actuator jackscrew corresponded to the flaps’ retracted setting, and measurement of the landing gear actuator cable corresponded to the landing gear retracted position. Flight control continuity was established from the cockpit area (through cable impact and recovery separations) to the respective flight control surfaces (ailerons, rudder, stabilator, and stabilator trim.)

The engine came to rest inverted. One propeller blade remained attached to the propeller hub, and the other blade had separated and was located underneath the engine. Both blades exhibited tip curling, and the blade that remained attached exhibited leading-edge damage. The engine sustained front impact damage; as a result, the crankshaft could be rotated by hand only about 90°. Camshaft and crankshaft continuity were confirmed to the rear accessory section of the engine. Holes were drilled into the top of the engine crankcase to facilitate visual and borescope examination. Additionally, because fire consumed the oil sump and a portion of the lower crankcase, visual and borescope examination could also be accomplished from the underside of the engine. Visual and borescope examination of the cylinders and crankcase revealed no preimpact mechanical malfunctions.

The carburetor had separated from the engine due to impact and sustained thermal damage. Disassembly of the carburetor revealed that the two floats were present at the bottom of the bowl and that all seals were destroyed. The carburetor fuel inlet screen had no debris. The engine-driven fuel pump remained attached to the engine but was destroyed. All fuel and oil hoses were destroyed by fire. Both magnetos remained attached to the engine and exhibited thermal damage. The right magneto was rotated by hand, but no spark was produced. The left magneto could not be rotated by hand. Fire damage precluded testing of the carburetor and magnetos.

Testing of the airport fuel supply did not reveal any anomalies, and no issues were reported with other airplanes that received airport fuel that day.

An autopsy of the pilot was performed by the Mecklenburg County Medical Examiners’ Office, Charlotte, North Carolina. The cause of death was blunt force injuries.

Toxicology testing performed by the Federal Aviation Administration Forensic Sciences Laboratory identified ethanol in the pilot’s muscle (0.08 gm/hg) and brain (0.029 gm/hg). In addition, N-propanol and N-butanol were found in the pilot’s muscle. Ethanol is primarily a social drug with a powerful central nervous system depressant. After ingestion, ethanol is quickly distributed throughout the body’s tissues and fluids. Ethanol may also be produced in body tissues postmortem. N propanol and N-butanol are additional types of alcohol that are formed in tissues postmortem tissues.

Meclizine was found in the pilot’s liver, and amlodipine was found in his liver and muscle tissues. Meclizine is an antiemetic available over the counter and by prescription; it is often used to treat motion sickness. It carries these warnings about performance: “do not exceed recommended dosage; drowsiness may occur; avoid alcoholic drinks; alcohol, sedatives, and tranquilizers may increase drowsiness; be careful when driving a motor vehicle or operating machinery.” Amlodipine is a blood pressure medication that is generally considered not to be impairing.