History of Flight
On May 12, 2020, about 0858 eastern daylight time, a Piper PA-34-200, registration N887SP, was destroyed in an accident near Pembroke Pines, Florida. The flight instructor was seriously injured, and the commercial pilot receiving instruction was fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 141 instructional flight.
The flight instructor reported that he and the pilot receiving instruction conducted a preflight inspection with no anomalies. They departed North Perry Airport (HWO) in Hollywood, Florida, about 0845, heading toward a practice area located about 14 miles west of HWO. About 6 miles from HWO, at approximately 1,000 ft mean sea level, the instructor stated that the right engine failed. He took over controls and, according to radar data, turned right to an easterly heading. Before the turn, the airplane was about 775 ft msl, then descended to 450 ft msl during the turn. The instructor said the right engine was windmilling in the turn and that he did not secure it until after completing the turn back to HWO. He then followed the engine checklist, secured the right engine, and communicated with HWO control tower about his intention to return. After the turn back, the instructor stated the left engine did not produce enough power to maintain altitude, so he lined up to land on a residential street. While crossing an intersection, the airplane struck powerlines, impacted the road, then struck trees and a streetlight and became engulfed in fire. The flight instructor evacuated the airplane; the pilot receiving instruction did not.
Aircraft Information
The airplane was manufactured in 1973, powered by two Lycoming IO-360 series, 200-horsepower engines with Hartzell counter-rotating, constant speed, controllable pitch, full feathering propellers. A review of the right engine logbook revealed that on September 23, 2019, at a Hobbs time of 5,907 hours, the engine was precautionarily shut down in flight; a follow-up inspection could not duplicate the problem, and the airplane was returned to service. From that date until the last 100-hour inspection on April 3, 2020, the airplane flew 418 hours without issue.
Wreckage and Impact Information
Examination by an FAA inspector and the airframe manufacturer showed the airplane came to rest upright on the right side of a road near a commercial building about 3.5 miles from HWO. All major components were accounted for. A postcrash fire consumed most of the cockpit, cabin, and right wing. The left wing separated during impact and was found near the main wreckage.
Airframe examination revealed no preimpact mechanical malfunctions or failures that would have precluded normal operation. The right engine was discolored from fire. Crankshaft continuity, compression, and suction were observed on all four cylinders; borescope inspection revealed no anomalies. The servo fuel regulator showed thermal damage with no debris in the inlet screen. Three of four fuel injector nozzles were obstructed with debris similar to ash and exhibited thermal damage. The engine-driven fuel pump remained attached and showed thermal damage. Both magnetos were thermally damaged and could not be rotated. Spark plugs showed normal wear. The ignition harness was destroyed by fire. The oil suction screen was debris-free; the oil filter media was charred with no metallic debris.
The left engine was also discolored from fire. Continuity, compression, and suction were observed; borescope inspection revealed no anomalies. The servo fuel regulator showed thermal damage with no debris in the inlet screen. Fuel injectors were unobstructed. The engine-driven fuel pump remained attached and showed thermal damage. Both magnetos were thermally damaged and could not be operated. Spark plugs showed normal wear. The ignition harness was destroyed by fire. The oil suction screen was debris-free; the oil filter media was charred with no metallic debris.
Additional Information
The source included emergency procedures from the Airplane Flying Handbook regarding dead engine detection, feathering procedures, and the effects of single-engine operation in multiengine airplanes. No further analysis was provided.