History of Flight
On June 10, 2011, at approximately 1432 eastern daylight time, a Piper PA-24-250, registration N8233P, was substantially damaged when it collided with wooded terrain during a forced landing following a total loss of engine power near Westbrook, Connecticut. The certificated airline transport pilot was fatally injured and the private pilot passenger was seriously injured. The personal flight was conducted under 14 CFR Part 91. Visual meteorological conditions prevailed and no flight plan was filed for the planned flight to Chester Airport (SNC), Chester, Connecticut. The flight departed Brookhaven Airport (HWV), Shirley, New York, about 1411.
The pilot-rated passenger reported that the pilot was manipulating the controls from the left seat. After crossing Long Island Sound, the pilot stated, "we have engine trouble, we are going down." Recorded radio communications indicated that at 1427, the pilot broadcast on 121.5 MHz that he was 6.4 miles south of SNC, had experienced a total loss of engine power with no oil pressure, and was attempting to glide to SNC. Seconds later, he reported being 5.6 miles from SNC at 1,600 feet and not going to make it.
Personnel Information
The pilot, aged 74, held an airline transport pilot certificate with multiengine land rating, a commercial pilot certificate with single-engine land rating, and several type ratings. He also held flight engineer, flight navigator, and flight instructor certificates. His most recent FAA first-class medical certificate was issued on January 3, 2011, at which time he reported 37,260 total flight hours. According to his logbook, he flew 5.85 hours in the 90 days prior and 1.75 hours in the 30 days prior, mostly in the accident airplane.
Aircraft Information
The four-seat, low-wing, retractable-gear airplane, serial number 24-3486, was manufactured in 1963. It was powered by a Lycoming O-540, 250-horsepower engine and a two-bladed Hartzell constant-speed propeller. The most recent annual inspection was completed on June 10, 2010, at 4,194 total airframe hours. The engine had accumulated 1,086 hours since its last major overhaul, which was completed in the mid-1970s. In 1998, cylinders No. 3 and No. 5 were replaced due to low compression and corrosion, respectively.
Meteorological Information
The recorded weather at SNC at 1435 included wind from 350 degrees at 5 knots, visibility 9 miles, few clouds at 4,400 feet, broken ceiling at 5,000 feet and 6,000 feet, temperature 28°C, dew point 17°C, and altimeter 29.97 inches of mercury.
Wreckage and Impact Information
The wreckage was located in a wooded area about 3 miles south of SNC. A debris path extended approximately 150 feet along a 220-degree magnetic heading. The main wreckage came to rest inverted, with the empennage separated. All major components were accounted for. Oil was observed on the underside of the fuselage and empennage. The landing gear and flaps were retracted. The cockpit area was crushed. The throttle was near full forward, mixture rich, carburetor heat off, and magneto switch on "Both." The seats were equipped with seatbelts but not shoulder harnesses; front belts were cut by rescue personnel. Control continuity was confirmed except for cables separated at the empennage separation. The stabilator trim jackscrew measured full nose-up trim, but one trim cable was pulled from the drum. The engine remained attached, and the propeller displayed no rotational damage. The No. 3 cylinder was partially separated, with a 4-inch hole in the crankcase.
A teardown examination revealed that cylinders No. 1, 2, 4, and 6 were older Lycoming units, while Nos. 3 and 5 were newer Superior Air Parts cylinders. The No. 3 cylinder had separated from the case, and its hold-down nuts were not recovered. The No. 5 cylinder hold-down nuts were found to be "finger loose" with no fretting. The No. 3 connecting rod was fractured at the end, with its piston pin missing. No other mechanical failures were noted.
Additional Information
The pilot's toxicology testing detected metoprolol in urine and blood. The accident flight was recorded on a handheld GPS receiver, which provided data for the flight path.