History of Flight
On June 6, 2022, about 1610 central daylight time, a Piper PA-28RT-201, N160LL, was substantially damaged when it impacted trees and terrain near Northwest Florida Beaches International Airport (ECP), Panama City, Florida. The pilot and one passenger sustained fatal injuries; another passenger sustained serious injuries. The flight was conducted under Title 14 Code of Federal Regulations Part 91 as a personal flight.
The pilot and passengers arrived at ECP earlier that morning, parking the airplane on a fixed-base operator (FBO) ramp about 0941. The FBO moved the airplane to another location about 1100 because the group was not returning until later. The pilot returned to the airplane about 1530. Over the next 11 minutes, he opened the baggage compartment, entered and exited the cockpit, walked around the front, and paused in front of each wing until the two passengers arrived about 1541. He did not appear to spend significant time inspecting the engine or the ground below the airplane.
Data from an onboard avionics system indicated that after engine start for the accident flight, oil pressure stabilized at about 67 psi and then gradually decreased as oil temperature increased. During taxi, oil pressure continued to drop, reaching about 10 psi immediately before takeoff. When takeoff power was applied, oil pressure fell to 4 psi.
According to ADS-B data, the airplane began its takeoff roll about 1606 and climbed to a peak altitude of about 1,200 ft mean sea level. The pilot declared an emergency about 1609, per air traffic control communications summary. ADS-B data showed the airplane descending, making a 180° left turn, and continuing to descend until it struck trees and terrain approximately 1.7 miles from the runway threshold. The ADS-B data ended about 190 ft before the main wreckage.
Personnel Information
The pilot’s logbook contained an entry on May 25, 2022, for a flight described as “TEST ARROW.”
Aircraft Information
The airplane’s most recent annual inspection recorded a tachometer time of 508.6 hours. During that inspection, a new Dynon Skyview HDX avionics system was installed. The maintenance logbook indicated five people performed the work, including the pilot, and a mechanic with inspection authorization signed off. FAA Form 337 stated the installation followed the Dynon Skyview HDX System Installation Manual dated October 28, 2020.
That installation manual advised mounting the oil pressure sensor securely to the airframe using appropriate hardware, clamps, and flexible hose. It explicitly cautioned against mounting the sensor directly to the engine or other high-vibration areas, stating that direct mounting could cause sensor failure/leakage and possibly fire. The manual required mounting the sensor to the airframe and connecting it with flexible hose to minimize vibration.
On June 5, 2022, the airplane flight log showed a tachometer time of 511.5 hours. An entry dated May 25, 2022, included the notation “Fly Test” next to the pilot’s name.
Wreckage and Impact Information
The airplane came to rest upright in dense brush at an elevation of 25 ft. All major components were near the main wreckage. Multiple tree branches along the debris path exhibited black paint transfer and were cut at 45° angles. Flight control cable continuity was established from the cockpit to the flight control surfaces. Oil was observed along the bottom right side of the fuselage.
The three-blade propeller remained attached to the engine; one blade exhibited chordwise scratching. The engine examination revealed a breach of the crankcase near the No. 4 cylinder. The crankshaft continuity was confirmed, with no anomalies on the main journals. The No. 4 connecting rod journal showed thermal damage, and bearing material was welded/smeared onto the journal. The connecting rod cap, bolts, and bearing pieces were found in the oil sump with metallic debris and a trace amount of oil. The oil drain plug was seated and safety wired. The oil pump rotated freely, and its gears and housing showed no scoring.
The oil pressure sensor was separated from the engine. Its rigid copper line was fractured at the fitting to the accessory section of the crankcase. The National Transportation Safety Board Materials Laboratory examined the fracture: most occurred on a flat plane perpendicular to the tube axis. A darker region with a smooth curving boundary at one side was identified as the origin area. Fatigue features emanated from the origin and extended to a boundary, with the remaining fracture surface showing ductile overstress features consistent with final ligament failure.
Probable Cause
The source does not state a probable cause.