History of Flight
On July 25, 2023, at about 1906 eastern daylight time, a Piper PA-28R-200, N34PT, was substantially damaged when it impacted terrain near Churchville, Maryland. The commercial pilot was fatally injured. The flight was operated as a personal flight under 14 Code of Federal Regulations Part 91.
According to the airport manager, who also owned the fixed base operator at the airplane's base, he spoke with the pilot that morning. The pilot expressed frustration about a delayed interior installation and planned to leave the next day for an avionics upgrade. The manager stated the pilot intended to complete some traffic pattern flights with a new propeller before a long cross-country flight the following morning. The manager left the airport about 1850 as the pilot was performing a preflight inspection.
A mechanic from the FBO reported speaking with the pilot just before the accident flight. The pilot mentioned an upcoming trip to Florida and wanted a test flight to verify normal performance. The mechanic had fueled the wing tanks to the "tabs" the day before, as fuel had been drained for a weight and balance calculation after recent maintenance. The mechanic did not witness the airplane start, taxi, or takeoff.
An earwitness near the airport and accident site heard an airplane start its takeoff roll about 1905 but did not hear an engine run-up. He noted runway 1 was in use and that aircraft in the pattern typically banked left over his house. The engine sound was normal with no change in rpm tone. Another witness, the only one to see the airplane in flight, observed it in a steep left bank with wings perpendicular to the ground. He could only see the underside and noted the landing gear appeared down. The earwitness reported the entire flight lasted about 45 seconds from first hearing to impact.
No air traffic control or ADS-B track data was available.
Aircraft Information
The airplane had undergone an annual inspection during the interior installation. The existing 2-blade Hartzell constant speed propeller was replaced with a new 3-blade McCauley constant speed propeller, while the original Hartzell propeller governor remained.
The Pilot's Operating Manual recommended short- and soft-field takeoffs with flaps set to 25°, not the full 40° position. Stall speeds for landing gear down, flaps 40° were listed at 64 mph (0° bank), 66 mph (20° bank), 73 mph (40° bank), and 90 mph (60° bank). Best rate of climb with gear down was 95 mph, and best angle of climb was 85 mph. No data was available for rate of climb with flaps fully extended and gear down.
Fuel capacity to the tabs was 18 gallons per wing tank.
Meteorological Information
The airport manager and mechanic reported poor weather earlier in the day but improving conditions. A witness described clear weather with a light northerly breeze, stating it was "a perfect evening to fly."
Wreckage and Impact Information
The airplane came to rest in a cut hay field on a heading of about 350°, elevation 386 ft. Multiple ground impact scars were present; the initial scar contained remnants of red lens glass, with a large scar about 20 ft away. The main wreckage was about 18 ft from the initial scar. All major components were in the vicinity with heavy impact damage.
Control continuity was confirmed from flight controls to the cockpit. The flap handle was in the fully extended position, confirmed by chain link count. The landing gear handle was down.
Both fuel tanks were breached, and fuel blight was observed. Fuel continuity from the selector to injectors was confirmed with liquid consistent with 100LL aviation fuel.
The engine remained attached at all mounts. Compression and suction were confirmed on all cylinders via thumb method, and crankshaft and valvetrain continuity were verified. No mechanical malfunctions or failures were found that would have precluded normal operation.
Postaccident examination of the propeller governor at the manufacturer showed no foreign debris in oil; disassembly revealed only minor rotational scoring on drive gear and flyweight unit. No unusual discrepancies or debris were noted.
Propeller examination at the manufacturer found blade angle actuation components with gross deflection and structural overload failure consistent with impact. Blade angles at impact could not be determined, but internal witness marks indicated no operation outside normal range. Blades showed chordwise scratches, leading edge polishing, gouges, and nicks.
Medical and Pathological Information
The autopsy report from the Maryland Office of the Chief Medical Examiner listed cause of death as multiple blunt force injuries, manner accident.
Toxicology testing detected glucose, atorvastatin, azacyclonol, fexofenadine, and minoxidil. Atorvastatin is a cholesterol-lowering agent; fexofenadine is a non-sedating antihistamine; azacyclonol is a metabolite of fexofenadine. Minoxidil is used for male pattern baldness and can treat high blood pressure. These drugs are not generally considered impairing. Tests were negative for ethanol and carboxyhemoglobin.