History of Flight
On March 25, 2011, at about 1352 eastern daylight time, a Piper PA-20, registration N7746K, experienced a loss of engine power near Elgin, South Carolina, and collided with trees during a forced landing. The flight was operated as a personal flight under 14 CFR Part 91. The airplane sustained substantial damage and a post-crash fire ensued. The certificated commercial pilot was killed. Visual meteorological conditions prevailed, and no flight plan was filed. The flight originated from Bloecher Farm Airport (92NY) in Strykersville, New York, at an undetermined time, with a final destination of Lakeland, Florida.
A witness reported hearing the airplane's engine struggling. The airplane crashed and exploded within 5 to 7 seconds. Another witness, standing outside a shop, observed a small plane flying overhead at a slow airspeed between 200 and 300 feet north of Interstate 20, heading toward Columbia, South Carolina. The engine was surging up and down or sputtering, as if running out of fuel. The airplane passed behind the shop, and the witness saw the nose pitch up to an attitude between 35 and 40 degrees before pitching straight down. The airplane went below the tree line and crashed.
Personnel Information
The pilot, aged 71, held a commercial pilot certificate with ratings for airplane single-engine land and instrument airplane, issued July 13, 2009. He also held a flight instructor certificate with a rating for airplane single-engine, issued August 15, 2009, and an airframe and power plant mechanic certificate, issued July 13, 2008. The pilot's last flight review was conducted July 9, 2010. He held a second-class medical certificate with the restriction "must wear corrective lenses," issued August 2, 2010, and reported 7,100 total flight hours on his medical application.
Aircraft Information
The Piper PA-20 Pacer is a four-place high-wing airplane with tail wheel landing gear, serial number 20-569, manufactured in 1950. It was powered by a Lycoming O-290-D2, 135-horsepower, horizontally opposed four-cylinder engine. The last annual inspection was conducted December 8, 2010. The tachometer was destroyed in the crash. Total airframe hours at the time of the annual inspection were 1,743 hours. It was not determined when the airplane was last refueled.
The airplane was equipped with two 18-gallon fuel tanks, for a total of 36 gallons. The Owners Handbook does not specify unusable fuel or fuel consumption for start, taxi, preflight checks, and takeoffs.
Meteorological Information
The 1315 surface weather observation at Woodland Field Airport (CDN) in Camden, South Carolina, reported wind from 230 degrees at 7 knots, visibility 10 miles, clear skies, temperature 18°C, dew point 4°C, and altimeter 29.97 inHg.
Wreckage and Impact Information
The wreckage was located adjacent to Larry Jeffers Road in Elgin, South Carolina. Examination showed the airplane collided with trees in a nose-down, right-wing-low attitude. It cartwheeled through trees, with the outboard left wing striking several trees. The airplane continued forward about 60 feet and came to rest upright. A post-crash fire ensued.
The propeller assembly separated from the crankshaft flange and was found behind the main wreckage. One propeller blade was bent aft 6 inches outboard of the hub, with chordwise scarring on both sides; the other blade was also bent aft with similar scarring. The crankshaft was bent to the right, and the spinner was crushed with evidence of rotation. "V" cuts were present on trees along the debris line.
The right wing was pushed aft and collided with the ground; the left wing was inverted and accelerated forward. The engine assembly separated from the firewall and was displaced to the right. The gascolator was not located. The cabin windshield was destroyed, and both cabin doors separated and were fire-damaged. The steel tube fuselage was damaged, and all fabric was destroyed. The fuselage top section was bent upward at a 45-degree angle, and the forward section with the instrument panel showed aft crushing. Flight instruments and engine tachometer were destroyed. The left and right forward seats and seatbelts were destroyed. An aft passenger seat area contained a cylindrical tank in lieu of a bench seat, partially destroyed by fire. Control wheels and rudder pedals were damaged and burned. Control continuity was confirmed from the rudder and elevator forward to the cockpit. Engine controls were destroyed. The fuel selector was on the right main fuel tank. The main landing gear was fire-damaged, collapsed, and separated from the airframe.
The right wing was partially connected to the wing root, pushed aft, and fabric consumed by fire. The flap and aileron remained attached; control continuity was traced forward. The flap was retracted. The forward wing strut and leading edge showed impact damage consistent with tree impact. The main spar and forward lift strut were bent upward about 20 degrees. The right main fuel tank was ruptured with no fuel present. The fuel cap was found closed with part of the filler neck attached.
The vertical fin was fire-damaged, and the rudder was attached. The left and right horizontal stabilizers remained attached, and both elevators were attached. Stabilizer trim indicated 13 threads, equating to an approximate nose-down condition. The steerable tail wheel was in place and heat-damaged.
The left wing was inverted, partially connected to the wing root, and accelerated forward. Flap and aileron hinge points melted; control continuity was traced forward. The left flap was retracted. Forward and aft wing struts showed evidence of tree strike. The leading edge was destroyed by fire. The left main fuel tank separated and ruptured, with residual fuel present. The fuel cap was found closed.
Engine examination revealed damaged exhaust tubes; the muffler remained attached; heat shroud was fire-damaged. Induction tubes were damaged. Oil pressure screen housing remained attached and was fire-damaged; the oil screen was free of contaminants. The starter and magnetos were fire-damaged; magnetos were disassembled but internal components were fire-damaged and could not be checked for spark. Engine baffling was consumed by fire. All cylinders remained attached; push rods intact. No. 1 and No. 3 valve covers were pushed inward with holes and fire-damaged; No. 2 and No. 4 covers were fire-damaged. Valve covers were removed; upper surfaces had thermal discoloration. Ignition harness was consumed. Oil cooler was fire-damaged.
The carburetor was partially attached; disassembly revealed no fuel in the bowl. Dark gray soot was present only at the fuel inlet. The right carburetor float separated at the solder joint and was thermally discolored; analysis showed thermal oxidation. Solder joints exhibited reflow, dewetting, and oxidation.
The crankshaft propeller flange was rotated by hand; suction and compression were obtained on all cylinders. Valve train continuity was observed. Accessory drive gears rotated. Crankshaft and valve train continuity was verified.
Medical and Pathological Information
An autopsy conducted March 26, 2011, by the Office of the Chief Medical Examiner, Newberry Pathology Associates, found the cause of death was multiple blunt force injuries due to the airplane crash. Postmortem toxicology by the FAA Bioaeronautical Research Science Laboratory detected no carbon monoxide, cyanide, or ethanol in blood or urine. Tests were negative for basic, acidic, and neutral drugs. Naproxen, used for pain or inflammation, was present in urine.
Additional Information
The Pilot Operating Handbook states the stall speed with flaps retracted, at 0 and 10 degrees angle of bank, is 52 mph. The distance from 92NY to 12SC is 527.7 nautical miles on a straight line heading of 192.5 degrees magnetic. It is not known if the pilot made en-route stops or communicated with air traffic control. Cruise airspeed is 126 mph (109 knots). According to the Lycoming Operating Manual for the O-290-D series, fuel burn is 7.5 gallons per hour at 75% power, or 6.5 gallons per hour at 65% power. In no wind, at 109 knots, the flight to Elgin would take 4 hours 50 minutes at 75% power, or 5 hours 33 minutes at 65% power.