Accident Overview
On November 25, 2017, at about 1345 eastern standard time, a Piper PA-34-220T, registration N263DM, was substantially damaged when it collided with trees during a go-around at Ebensburg Airport (9G8), Ebensburg, Pennsylvania. The private pilot and three passengers sustained serious injuries. The airplane was operated under Title 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions prevailed, and no flight plan was filed. The flight originated from Daviess County Airport (DCY), Washington, Indiana, at approximately 1100, with a destination of 9G8.
Flight Details
According to the pilot, the left engine had recently developed a significant oil leak. Two mechanics examined the engine the day before the accident but could not locate the source. On the accident day, the pilot added two quarts of oil to the left engine, bringing the total to seven quarts, and departed. The flight was uneventful until about 10 to 15 miles from the destination, when the left engine low-oil-pressure light illuminated. Five miles from the airport, the left engine experienced a total loss of power, and the propeller feathered. The wind at the destination was from the west, so the pilot initially planned to land on runway 25 but elected to land downwind on runway 07 due to the single-engine condition. The approach was too fast and too high, prompting the pilot to execute a go-around. During a shallow climb, the pilot entered a left turn to avoid mountains. While turning, the pilot determined that the airplane would not return to the airport and advanced the right engine throttle to full power, which over-boosted the engine and caused it to stop producing power. The airplane subsequently stalled and struck trees.
Postaccident examination revealed that both wings, the tail section, and the fuselage sustained substantial damage. Oil was observed on the top and underside of the left engine cowling, flowing back from the oil filler door, and under the left wing. The flaps and landing gear were fully retracted. Flight control continuity was confirmed from the cockpit to all control surfaces. The fuel tanks in both wings were breached due to impact. Both fuel selector valves were in the ON position, and the fuel strainers were free of debris, but no fuel was present in the bowls.
Engine Examination
Left Engine
The left engine exhibited impact damage, and the three-bladed propeller remained attached in a feathered position. Manual rotation of the propeller was possible only about 20 to 30 degrees, preventing verification of valve train continuity and compression. Fuel injectors were clear of debris, and both magnetos produced spark when rotated. The oil filler cap was seated on the filler neck but did not seal properly; the locking mechanism was corroded, and the locking tangs were slightly bent. The oil filter contained metallic debris, and the oil pump housing had scoring. The oil quick drain plug was broken off due to impact. Large pieces of metal, including connecting rod caps, were found in the oil sump. A teardown examination revealed that the No. 1 and No. 2 connecting rods had failed, and their associated crankshaft journals showed heat distress. The No. 1 piston displayed evidence of detonation. The source of the reported oil leak could not be traced to any point on the engine crankcase. The cause of the detonation was not determined, but a download from the onboard electronic engine analyzer indicated that the cylinder head temperature was higher on that cylinder for most of the flight.
Right Engine
The right engine also sustained impact damage, but the propeller remained secured. Manual rotation established compression and valve train continuity for all cylinders, and magnetos produced spark. A small amount of light blue fuel, free of water or debris, was found in the fuel pump. The fuel manifold valve was intact, and the screen was clean. The oil filter showed no metal or debris, and the oil was dark. The oil filler cap was secure and seated properly. A small amount of oil was measured on the dipstick. The oil quick drain plug was broken off from impact. No mechanical anomalies were found that would have precluded normal operation.
Maintenance
A review of maintenance records showed that the airplane and its engines underwent their last annual inspection on May 1, 2017. At the time of the accident, the airframe had accumulated 3,502.3 total hours, and both engines had 1,645 hours since major overhaul. According to Continental Motors Service Information Letter SIL98-9C, the recommended time between overhaul for the L/TSIO 360-KB engines was 1,800 hours.
Seatbelt Examination
Examination of the front right passenger seatbelt/shoulder harness assembly revealed that it was secure to all structural attach points, and the lap belt functioned when buckled. However, the metal grommet securing the shoulder harness to the lap belt was not fitted with a plastic bushing, resulting in a loose fit. The pilot's seatbelt/shoulder harness assembly was intact, and the shoulder harness grommet had a plastic bushing, allowing the shoulder harness to seat tightly. The rear forward-facing seats were equipped with lap belts only; both were secure and functioned properly.
Pilot Information
The pilot held a private pilot certificate with ratings for airplane single-engine land, multiengine land, and instrument airplane. His most recent Federal Aviation Administration third-class medical certificate was issued on June 12, 2017. He reported a total of 432 flight hours, of which 300 hours were in multi-engine airplanes.
Weather
Weather reported at John Murtha Johnstown-Cambria County Airport, approximately 7 miles southwest of the accident site, at 1354, included wind from 260° at 16 knots gusting to 21 knots, visibility 10 miles, few clouds at 3,600 feet, overcast ceiling at 5,000 feet, temperature 11°C, dewpoint 2°C, and an altimeter setting of 29.71 inHg.