Accident Overview
On October 29, 2010, about 1611 central daylight time, a Piper Aircraft, Inc. PA-46-500TP, registration N234PM, was substantially damaged during a forced landing following a loss of engine power. The accident occurred while departing Charles R. Johnson Airport (T05), Port Mansfield, Texas. The airline transport pilot and two passengers were not injured. The cross-country flight was conducted under 14 CFR Part 91 with an instrument flight rules flight plan, destined for Alfred C. Thomas Airport (T69), Sinton, Texas. Visual meteorological conditions prevailed.
Sequence of Events
The pilot reported that the preflight and run-up were uneventful. The takeoff roll and departure were normal through gear retraction. After gear retraction, at about 125 knots, the engine lost power for approximately 2 seconds. It then regained power for 3 to 4 seconds before losing power again. The pilot flew under power lines and performed a forced landing in a semi-open field. During the landing, the left wing struck a tree, causing the airplane to spin about 180 degrees and resulting in substantial damage.
Postaccident Examinations
Two postaccident examinations were conducted. The first occurred at the accident scene on November 1, 2010, under the supervision of a Federal Aviation Administration inspector. The second took place at a secure storage facility on November 9, 2010, under the supervision of a National Transportation Safety Board (NTSB) investigator. Fuel in the low pressure fuel bowl and main fuel sump bowl appeared clear and free of contaminants. No airframe anomalies were noted during either inspection. The engine data acquisition unit (DAU) was removed and sent to the NTSB recorder laboratory for download. The engine and attached accessories were removed and sent to the manufacturer for examination.
Engine Examination
The engine was disassembled and examined under the supervision of a Canadian Transportation Safety Board investigator on February 17 and 18, 2011. It displayed impact damage, deformation of the exhaust duct, and local deformation of the gas generator case. The 1st and 2nd stage power turbine guide vane rings showed circumferential rubbing from contact with adjacent components under impact loads. No pre-existing conditions that would have precluded normal operation were found during disassembly.
Component Testing
The fuel control unit (FCU) was examined externally and tested on a flow bench. It met all requirements of a normal Bendix acceptance test, with minor variances attributable to adjustments made during engine setup after installation. The fuel control pump was tested separately and found within normal limits in both normal and bypass modes. Inlet screen and outlet filters were clear of debris. The torque limiter, compressor bleed valves, dump and starting solenoid valve, fuel nozzle set, and fuel oil heater thermovalve all tested within manufacturer's specifications. The Woodward propeller over-speed governor was tested at an independent facility under NTSB supervision, with no anomalies noted.
Data Recording
The DAU was downloaded, and both channels recorded engine condition trend monitoring (ECTM) data events; however, no ECTM events were recorded on the day of the accident.