Accident Overview
On December 28, 2011, about 1600 eastern standard time, a Piper PA-28-180 (registration N994NC) sustained substantial damage when it impacted trees and terrain after a loss of engine power during a go-around at the Lebanon-Warren County Airport (I68), Lebanon, Ohio. The private pilot and two passengers received minor injuries, and the front seat passenger suffered serious injuries. The airplane was registered to and operated by Warren County Airport LTD under 14 CFR Part 91. Visual meteorological conditions prevailed; no flight plan was filed. The airplane had departed I68 on a local flight about 1545.
Pilot's Account
The pilot reported that earlier that day he had taken other passengers on a 35-minute flight. The accident flight was the second flight. Shortly after departure, the top of the passenger door cracked open, prompting the pilot to return and land. While on a 45-degree approach to the downwind leg, he turned on the fuel boost pump and switched the fuel selector from the left to the right tank per the checklist. During the flare, the airplane descended too fast and a gust of wind caused it to drift left. He initiated a go-around by pushing in carburetor heat and applying full power. While making a climbing left crosswind turn at 500 feet above ground level, the engine made a loud popping sound and lost all power. The pilot pulled out carburetor heat, felt a buffet as the airplane stalled, pushed the yoke forward to maintain 82 mph, and prepared for a forced landing. He extended full flaps, checked fuel boost pump, magnetos, and fuel pressure, and attempted to restart the engine, which briefly gained a few hundred rpm before losing power again. The airplane was about 150 feet agl, too low to clear trees and power lines. The right wing hit a pole; the airplane then struck trees, impacted the ground nose-down, and came to rest inverted. The pilot and rear passengers exited unaided; a front-seat passenger was pulled out before a fire ensued.
Aircraft Information
The airplane was a single-engine Piper PA-28-180, serial number 28-2590, with a 180-horsepower Lycoming O-360-A4A engine. It had a maximum gross weight of 2,400 pounds. The last annual and 100-hour inspection occurred on January 24, 2011, at 6,833.0 hours total time; at the accident, total time was 6,864.2 hours. No overdue airworthiness directives or time-controlled items were noted in the logs. Two Piper Service Bulletins (SB No. 355 on fuel selector valve lubrication and mandatory SB No. 840 on fuel selector valve cover replacement) were not signed off as accomplished.
Wreckage Examination
FAA inspectors examined the accident site. Trees and power lines were impacted. Debris included a 30-inch left outboard wing tip, left aileron section, and left main landing gear. The main fuselage was inverted and largely intact, with fire damage to the right side and right wing. The left wing separated; the empennage was intact with control continuity. Bird nests were found inside the tail section where control cables intersect, and nest material protruded from the tailcone. A bird nest was also found in the oil cooler duct. The engine was intact; drive train continuity was confirmed, compression and spark were present. The carburetor had separated but cables were attached. The electric fuel boost pump was operating when first responders arrived; fire department cut the battery cable. The propeller had one blade undamaged and one bent aft with a forward-bent tip; no chordwise scratches or leading edge gouges.
The fuel tank selector valve was found partially OFF (between right tank and OFF). It was stiff to rotate with no apparent detents. Teardown revealed internal dirt, contamination, and a worn position washer. The valve had not been lubricated per Piper SB No. 355. When reassembled in the found position, flow testing showed greatly reduced flow compared to left or right tank positions.
Pilot Information
The private pilot held a single-engine land rating, obtained on September 19, 2011, with about 62.2 total flight hours, including 1.9 hours in the PA-28-180. Most experience was in Cessna 152s and 172s. He received 1.1 hours of dual instruction in a PA-28-180 in August 2011, and 0.8 hours in the accident airplane from a CFI on December 26, 2011, after which he was endorsed to act as pilot-in-command. He held a third-class medical certificate dated July 26, 2011.
The pilot reported that during the December 26 checkout, he told the CFI he was familiar with the fuel system from the earlier training. The CFI instructed him to switch tanks every 15 minutes but did not have him physically move the lever. During the accident flight, the pilot did not look to confirm the lever position when switching tanks.
Weight and Balance
Estimated weight and balance calculations indicated the total weight (2,432 pounds) exceeded the maximum gross weight of 2,400 pounds. The center of gravity (92.39 inches) was within the CG range (85.1-95.9 inches).