Accident Overview
On April 11, 2019, at 1854 eastern daylight time, a Piper PA28R-201, registration N38658, was substantially damaged during a forced landing following a loss of engine power while flying in the airport traffic pattern at Meriden Markham Municipal Airport (MMK), Meriden, Connecticut. The private pilot and a private-pilot-rated passenger were both seriously injured. The aircraft was registered to the Westchester Flying Club, Inc., and operated under Title 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions prevailed at the time, and no flight plan was filed for the local flight, which originated from MMK at 1850.
Pilot and Flight Details
The pilot reported that the flight was intended to check the airplane after routine maintenance. During preflight inspection, the fuel level was noted to be "to the tabs." After an engine runup, the pilot departed runway 18. The downwind leg was extended to accommodate another aircraft in the pattern. While descending to approximately 500 ft above ground level on the base leg, the pilot attempted to add power to maintain altitude but the engine did not respond. The engine output indicated 2,000 rpm and was decreasing. An attempt to restart the engine was unsuccessful, and the airplane continued to descend. Determining that the runway was not reachable, the pilot aimed for a baseball field. During the approach, the airplane struck unmarked power lines about one mile north of MMK, causing the airplane to rotate vertically and then fall tail-first to the ground.
A private pilot-rated witness observed the accident airplane from his front yard. He lost sight of the airplane on the downwind leg but heard an engine RPM increase, a "pop," and then decreasing RPM. The airplane reappeared as it turned to the base leg, and the witness heard no engine sound before watching it strike the power lines.
Pilot and Aircraft Information
According to Federal Aviation Administration records, the pilot held a private pilot certificate with a single-engine land rating and a third-class medical certificate issued December 4, 2017. He reported 353.5 total flight hours, of which 29.4 hours were in the accident airplane make and model.
The aircraft was manufactured in 1977 and equipped with a Lycoming IO-360 series engine and a constant-speed propeller. The engine was overhauled on June 11, 2018, and installed with an annual inspection performed on July 20, 2018, at an airframe total time of 1,586.5 hours. At the time of the accident, the engine had accrued 62.7 hours since overhaul. The last maintenance, performed on April 10, 2019, involved adjusting the alternator belt tension and replacing a rear alternator support bracket. The tachometer indicated 1,649.23 total time hours.
Wreckage and Engine Examination
Examination of the wreckage revealed impact damage: the fuselage aft of the wings and empennage were crushed forward; both wing trailing edges were damaged; the vertical stabilizer and rudder were fractured and crushed toward the right side of the stabilator; the stabilator was impact crushed. The left fuel tank was breached by power lines, and the fuel selector was positioned to the left tank. Several cups of fuel were recovered from the left wing tank. The right wing had a puncture fracture near the wing root, and its fuel tank was devoid of fuel. The engine section was canted upward and to the right. One propeller blade had power line strike marks midspan.
The engine section remained intact and attached to its mounts. The air filter was free of obstruction, and air flow ducts to the fuel servo were clear. The fuel strainer contained blue liquid consistent with 100-low-lead aviation gasoline, with no water or debris. Top spark plugs were examined, and borescope inspection of cylinders revealed no damage to cylinder walls or pistons. Rocker arms, springs, and push rods appeared normal. Thumb compression was established on all cylinders, and spark was noted at each magneto lead when the propeller was rotated. Continuity of the power and valve trains was confirmed. All spark plugs appeared normal per the Champion Check-A-Plug card, except top and bottom Nos. 1 and 3 spark plugs, which were oil fouled. The engine-driven fuel pump contained fuel when lines were removed and displaced fuel when actuated by hand. Fuel lines between the flow divider and nozzles were unobstructed.
The fuel servo, flow divider, and fuel injector nozzles were flow tested to the "Service Limits" Test Specification and passed. All fuel injector nozzles passed the "Air Flow Test Requirements," and all but the No. 4 nozzle passed the "Fuel Flow Requirements." The No. 4 nozzle flowed 0.4 pounds per hour less than the minimum specified fuel flow.