Overview
On December 28, 2019, about 1732 eastern standard time, a Piper PA-32RT-300 airplane, registration N27GB, was destroyed in an accident near Fletcher, North Carolina. The pilot and four passengers were not injured. The flight was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.
Flight Details
According to the pilot, the airplane had departed Cobb County International Airport-McCollum Field (RYY) in Atlanta, Georgia earlier that day and flown to Asheville Regional Airport (AVL) in Asheville, North Carolina. Before departing AVL for the return flight, the pilot performed a runup, which was normal. During taxi, he was following a Canadair Regional Jet (CRJ) and was advised by the tower of wake turbulence.
On takeoff, the pilot rotated a little early at 75 knots to avoid wake turbulence from the CRJ. While climbing at Vx (best angle of climb), the airplane felt “sluggish.” The pilot checked that the mixture, propeller, and throttle controls were full forward and nosed the airplane forward. He then initiated a turn back to the airport. The airplane felt like it was “mushing,” so he elected to perform a forced landing to a parking lot. The pilot noted that the oil pressure gauge was in the “yellow,” and the engine felt like it was “rolling back.” He kept the landing gear in the up position, extended the wing flaps, and aimed between light poles.
Impact Sequence
During the impact, the right wing hit something, and the airplane stopped. It struck a chain link fence and an electrical distribution box before coming to rest. Much of the cabin and aft fuselage was consumed by a post-crash fire.
Post-Accident Examination
The engine remained attached to its mount with no evidence of pre-impact fire or fire damage. During a postaccident examination, the drivetrain could not be rotated by hand. Removal of the six cylinders revealed discoloration consistent with lack of lubrication of the connecting rod journals; the number four connecting rod was separated from the crankshaft. All six cylinder oil spray nozzles remained attached to their respective attach points.
Removal of the accessories, accessory case, and oil sump revealed that two of the oil pump’s drive gear teeth were fractured. They were later located in the oil sump. No visible damage was observed to the idler gear that drove the oil pump. Examination showed that the idler gear would not rotate the oil pump drive gear with two separated teeth.
The oil pump, idler gear, and additional associated components were examined by the National Transportation Safety Board (NTSB) Materials Laboratory. Examination of the oil pump drive gear indicated that the two teeth fractured in overstress under rotation. The direction of bending and shear in the teeth fracture was consistent with the direction of rotation of the gear. The examination did not determine why the gear teeth fractured and separated from the oil pump drive gear.
Aircraft and Engine Records
According to FAA and airplane maintenance records, the engine had accrued about 365 hours since major overhaul, which had occurred on November 5, 2013.