Accident Overview
On April 18, 2022, at approximately 1329 central daylight time, a Piper PA-28-140B, registration N8891N, was substantially damaged when it struck trees and terrain near Panama City, Florida. The pilot and a passenger sustained serious injuries. The flight was conducted under Title 14 Code of Federal Regulations Part 91 as a personal flight.
Preflight and Aircraft History
The airplane had been stored outdoors for several years without flying. The pilot, who held approximately 3,870 total flight hours but no prior experience in this make and model, met with the airplane owner and a mechanic (holding airframe and powerplant ratings with inspection authorization) on the day of the accident. The mechanic had performed the only recorded maintenance on the airplane since 2017. The pilot checked fuel and oil levels, sampled drain ports for water or debris (none found), and reported about 25 gallons of fuel onboard. He also reviewed a pilot operating handbook and an abbreviated checklist.
Flight and Engine Power Loss
Ground operations were unremarkable. The pilot performed two high-speed taxi runs to rotation speed, followed by a final runup and magneto check. On takeoff, the airplane accelerated normally and became airborne at 60-65 mph, climbing at 300-500 fpm. As the aircraft approached the departure end of the runway, engine rpm suddenly decreased to about 2,400 rpm without any input. Airspeed decreased. The pilot turned left 10°, verified mixture full rich and throttle full forward, but rpm further dropped to 2,100 rpm and then continued decreasing as if the throttle were being slowly retarded to idle. The engine ran smoothly throughout. Unable to reach a suitable landing area, the pilot aimed between pine trees and stalled just above the treetops. The right wing impacted trees before the airplane struck the ground.
Postaccident Examination
Examination revealed that the right wing and right horizontal stabilator had separated during the impact sequence. The engine showed extensive corrosion, missing paint, and a wasp nest on the accessory case. Water was found in the gascolator and in the electric boost pump, which was determined not to be an FAA-approved unit. Corrosion was present in the engine-driven fuel pump, and the carburetor fuel inlet screen had corrosion and debris. Water was also detected in the carburetor float bowl.
Maintenance Records Review
The tachometer indicated 2,820.67 hours at the time of the accident. An annual inspection had last been performed on July 10, 2016, at 2,816.28 hours, during which 19 discrepancies were noted and the airframe deemed unairworthy. A document dated November 30, 2017, listed those discrepancies and stated a tachometer reading of 2,819.3 hours but did not indicate that an annual inspection had been completed. No maintenance entries appeared from November 30, 2017, until February 14, 2022, when the mechanic inspected and serviced the airplane at tachometer time 2,820.48; that entry did not mention an annual inspection. The engine had accumulated 1,874.29 hours since its last major overhaul on March 16, 1972—over 50 years before the accident. Lycoming Service Instruction No. 1009BE recommends overhaul within 12 calendar years. A review of the Piper inspection checklist (100-hour/annual) listed approximately 174 items, including 18 fuel system checks, logbook entries, and presence of airworthiness and registration certificates.