Accident Summary
On June 23, 2023, at approximately 0734 central daylight time, a Piper PA-23-160 airplane, registration N4307P, sustained substantial damage during a forced landing near Ocean Springs, Mississippi. The pilot, who was the sole occupant, was uninjured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.
The pilot intended to fly cross-country to Transylvania Community Airport (3NR3) in Brevard, North Carolina, for an annual inspection. Before departure at Ocean Springs Airport (5R2), the pilot reported about 105 gallons of 100 low-lead fuel on board.
Shortly after takeoff from runway 36, the left engine experienced a total loss of power without prior indication. The pilot executed a forced landing northwest of the runway. The airplane impacted an unoccupied grass athletic field on school property, traveled through a fence, and came to rest nose down. The pilot egressed without further incident.
Damage and Examination
The airplane sustained substantial damage to both wings and the fuselage. At the accident site, the left throttle control was found closed; the left propeller control was near full forward; and the left mixture control was about halfway between rich and lean. During the accident sequence, the left-wing main fuel cell (rubber bladder) was breached. The left-wing auxiliary fuel cell was cut open during recovery for fuel removal and contained no recoverable fuel. An impact mark near the left engine contained blue liquid. About 45 gallons of fuel was recovered from the airplane.
Airframe flight control continuity was confirmed. Both fuel selector levers were in the forward position (main fuel cells). The crossfeed lever was off. Primer plungers were stowed and locked. No fuel was observed in the left-wing auxiliary or main fuel cells. The left-wing fuel strainer bowl sump drain yielded about 1 cup of blue liquid, consistent with 100 low-lead fuel; water finding paste showed negative results. Fuel bladder finger screens and wing fuel vent system for the left side were clear. The left-wing fuel line and airframe fuel pump tested normally.
No fuel was observed in left-engine fuel hoses forward of the firewall. The crankshaft rotated manually with continuity to rear gears and valvetrain. Thumb compression and suction were present on all four cylinders. Borescope inspection of cylinders showed no anomalies.
The engine-driven fuel pump remained attached; internal diaphragms and check valves were undamaged. The fuel pump plunger was found inverted and fell out when removed; no fuel drained upon tilting. The carburetor remained attached with no damage; throttle, mixture, and carburetor heat cables were connected. All four carburetor body bolts were finger loose but safety wired. Disassembly revealed no abnormalities; no fuel was in the float bowl; the inlet screen was unobstructed.
The left propeller remained attached with all six mounting studs secure and lockwired. No oil leaks from propeller or flange. Propeller damage included bending aft, chordwise/rotational abrasion on camber side near tips.
No preimpact mechanical malfunctions or failures were found with the airframe, left engine, or left propeller that would have precluded normal operation.
Maintenance History
A review of the airplane's maintenance records for both engines and propellers indicated the most recent annual inspection occurred on June 3, 2021, 24 months before the accident. An annual inspection is required under 14 CFR Part 91.409(a) for airworthiness.
The left engine had accumulated 1,048.95 hours of time-in-service since its last overhaul in July 1995, over 28 years before the accident. Lycoming Engines Service Instruction Number 1009BE, dated April 24, 2000, recommends engine overhaul within 12 calendar years of first service or last overhaul to mitigate age-related deterioration. Compliance with this service instruction is not mandated by the FAA for Part 91 operations.
The pilot's logbook showed the most recent flight review was on September 30, 2014. A flight review is required within the preceding 24 months under 14 CFR Part 61.56(c) to act as pilot-in-command.