Accident Summary
On April 10, 2016, at 1907 eastern daylight time, a Piper PA-28-140, registration N95118, sustained substantial damage shortly after takeoff from Bayport Aerodrome (23N), Bayport, New York. The private pilot and one passenger were seriously injured. The airplane was registered to and operated by the pilot. Visual meteorological conditions prevailed, and no flight plan was filed for the personal flight conducted under 14 CFR Part 91. The flight was destined for Orange County Airport (MGJ), Montgomery, New York.
The pilot reported that the preflight inspection, engine run-up, and takeoff were normal. At about 300 ft mean sea level, he heard a "pop" and the engine sputtered before it completely stopped producing power. He checked the fuel selector, magneto switch, mixture control, and carburetor heat, finding them in proper positions. He executed a forced landing to a road, but the left wing collided with power lines. The airplane then impacted the ground, and a post-impact fire ensued. The pilot estimated 37 gallons of fuel on board at departure.
Eyewitnesses reported the engine backfired twice before losing power, followed by a sweeping right turn into trees and power lines. The airplane came to rest at an intersection in a residential area. Neighbors and rescue personnel assisted the occupants' egress from the burning airplane. Damage included both wings, firewall, fuselage, and tail section.
Pilot and Aircraft Information
The pilot held a private pilot certificate with single-engine land rating, with 85 total flight hours, including 25 hours in the same make and model. His last FAA third-class medical was issued April 30, 2012. Toxicological testing of the pilot's initial blood draw identified 0.0123 ug/ml of tetrahydrocannabinol carboxylic acid (THC-COOH), the inactive metabolite of THC, but no THC. The report stated this finding is consistent with marijuana use at some point before the accident but no impairment at the time.
The airplane had accumulated 12,064.24 hours total time, with the engine having about 2,020 hours. The last annual inspection was completed November 9, 2015.
Postaccident Examination
Postaccident examination revealed the flaps were fully retracted, and flight control cable continuity was established. About 5-8 gallons of fuel were removed from the left-wing fuel tank; the right-wing tank was breached. The engine crankshaft could not be rotated due to impact damage. Cylinders and pistons were removed, establishing mechanical continuity. Magnetos produced spark, and spark plugs showed normal wear. The oil filter was absent of debris.
The carburetor remained on the engine but sustained impact and thermal damage. The butterfly valve was open, consistent with carburetor heat off. The carburetor contained a small amount of fuel, negative for water. The fuel inlet screen was absent of debris.
The engine-driven fuel pump, when manually rotated, produced fuel at the outlet and suction at the inlet. The gascolator bowl had a small amount of fuel, and the screen was clean. The electric fuel pump filter was wet with fuel and absent of debris.
Fuel Selector Valve Findings
The fuel selector valve appeared set to the "left" tank, but the cover was damaged. The pilot stated the valve was set to the right tank at takeoff. The selector handle was loose, and detents could not be easily felt. Blue staining consistent with a fuel leak was observed. When tested with shop air, air blew freely through both tank positions.
The valve was removed and examined at the NTSB Materials Laboratory. Tool marks indicated it had been disassembled numerous times. Internal components were not installed in the order per the service manual. The position washer was worn on both sides and appeared inverted and reused. According to the manual, the valve should be inspected every 400 hours. The last inspection was June 22, 2013, at 11,966.14 hours airframe time, when only a new O-ring was replaced.
Weather Conditions
At 1856, weather at Long Island McArthur Airport (ISP), about 3 miles west, was wind from 180° at 12 knots, visibility 10 miles, few clouds at 15,000 ft, broken clouds at 26,000 ft, temperature 43°F, dewpoint 25°F, altimeter 30.30 inHg. The carburetor icing probability chart for the reported temperature and dewpoint showed a probability of icing at cruise/glide power.