ATL06LA027

History of flight

On December 27, 2005, at 1500 eastern standard time, a Piper PA32-300, N2887M, registered to 373DC LLC, operating as a 14 CFR Part 91 personal flight, had a loss of engine power while climbing through 4,700 feet AGL in the vicinity of Maiden, North Carolina. The airplane collided with the ground during an emergency landing. Visual meteorological conditions prevailed and an instrument flight plan was filed. The airplane received substantial damage. The private pilot and one passenger reported no injuries. The flight originated from Hickory Regional Airport, Hickory, North Carolina, on December 27, 2005, at 1445.

The pilot stated he was in radio contact with Charlotte Approach Control and had received clearance to climb to 5,000 feet. The airplane was climbing through 4,700 feet when the engine quit. The pilot attempted an engine restart without success and informed the controller of the loss of engine power. The controller provided the pilot with the direction and distance to Lincolnton County Regional Airport, Lincolnton, North Carolina, and the pilot turned the airplane towards the airport. The pilot attempted another engine restart without success and observed an open field to his left. The pilot turned the airplane to the left towards the emergency landing area. On final approach, the pilot observed the emergency landing area ran upslope between 15 to 18-degrees with terraces. On touchdown, the airplane collided with a terrace and the airplane rotated 30-degrees to the left separating the left wing.

Personnel information

Review of information on file with FAA Airman's Certification Division, Oklahoma City, Oklahoma, revealed the pilot was issued a private pilot's certificate on January 16, 2004, with ratings for airplane single engine land and instrument airplane The pilot's last flight review was conducted on January 15, 2004. The pilot holds a second class medical certificate issued on January 18, 2005, with the limitation "must have available glasses for near vision." The pilot reported on the NTSB Pilot/Operator Aircraft Accident/Incident Report that he has accumulated 295 total flight hours of which 120 hours are in the Piper PA31-300.

Aircraft information

Review of airplane logbooks revealed the engine was overhauled by Blue Angel Engines on February 2, 2004, by Wright Airmotive. The tachometer time was 3892.6 hours, and the engine had 0 hours since major overhaul.

On September 4, 2004, the propeller was removed from the engine and a three bladed Hartzell propeller was installed. An entry in the propeller logbook on August 2, 2005, states, "Removed and reinstalled same repaired propeller assembly S/N 023017. Ground run engine and checked for leaks." There is no other entry in the logbook pertaining to a propeller strike or repair. The last recorded annual inspection was conducted on August 2, 2005.

The pilot indicated on the NTSB Pilot/Operator Aircraft Accident/Incident report that the airplane had accumulated 21 hours since the last annual inspection. The airplane was involved in an incident resulting in a forced landing due to a lack of oil pressure in August 2005, and the propeller was removed from the airplane. The engine was removed from the airplane on August 20, 2005, by Carolina Aero Service and transported to Triad Aviation Inc., for disassembly and repair. Triad Aviation Inc. stated they did not have any paperwork regarding the overhaul of the engine or any paperwork pertaining to a propeller strike.

The Engine Shop Supervisor for Triad stated, "Upon receipt of the engine, a visual inspection was performed and it was noted that the crankshaft gear was improper for this engine application. In our opinion, the use of an improper crankshaft gear caused the disengagement of the oil pump drive, thus leading to the failure of the oil pump and eventual failure of the engine. A mud daubers nest was found inside the oil pickup screen (per conversation with Eric Mennis FAA contact for this mishap) this blockage may have caused an increase in pressure on the oil pump, which in turn may have accelerated the eventual engine failure."

Triad Aviation Inc., opened Invoice/Work Order No. 15359 on September 20, 2005, and the work order were completed on October 31, 2005. The work order states in INSTRUCTIONS/WORK DESCRIPTION:

"Disassembled (1) Lycoming IO-540-K1A5 S/N L-11812-48 engine for repairs. Cleaned, inspected, magnafluxed, dye checked and repaired as needed. Replaced parts as listed. Cylinders (1-6) - repaired as needed, cleaned, inspected, refaced seats and valves, honed barrels, lapped and leak checked - ok. Crankshaft - S/N 149296-1 magnafluxed, inspected, ground rods and mains M003, renitrided, cadium plated, baked flange, repaired per SI 1111, rebushed ctwt blades. Reassembled engine IAW Lycoming Manual and FAA Regulations. AD2004-10-14 correction - prevent loosening or failure of the crankshaft gear retaining bolt/C/W per SB 475C.

Test Run Engine

Test ran engine 2 hours 15 minutes, RPM 2700, oil pressure 80 lbs, oil temperature 201 degrees, CHT 354 degrees, mag check at 2100 RPM, L 100 RPM, R 100 RPM. Compression test cylinder #1 76/80 #2 76/80 #3 78/80 #4 76/80 #5 76/80 #6 76/80.

This engine and/or component is approved for return to service. All pertinent details on file this repair station. TRIAD AVIATION, INC. FAA REPAIR STATION # PP4R448M.

Signed:_____________________________Date: 10/31/05."

Lycoming Mandatory Service Bulletin No. 475C states, that crankshaft gear modification and assembly procedures are required during overhaul, after a propeller strike, or whenever crankshaft gear removal is required. Air Worthiness Directive (AD) 2004-10-14 C was effective on June 25, 2004. This AD results from a change to definition of a propeller strike or sudden stoppage. The actions specified in the AD are to prevent loosening or failure of the crankshaft gear-retaining bolt, which may cause sudden engine failure.

AD 2004-10-14 was effective on June 28, 2004. The AD removes the requirement to perform inspections at overhaul and during repair of the gear train, because Lycoming has incorporated those procedures from their Service Bulletin into their Overhaul Manual. Triad Aviation was asked why they referenced AD 2004-10-14 in the sign off of the work performed on Work order No. 15359. Triad stated, "Triad, as a matter of course, signs off AD 2004-10-14C when it performs Lycoming SB 475C. The "C" was inadvertently omitted when the work order was filled out."

The engine and propeller were reinstalled on the airplane on November 18, 2005, at tachometer time 4198.3 hours.

Review of Carolina Aero Service, LLC Invoice No. 831 dated November 21, 2005, states "Labor to remove fuel injection system, purge water and reinstall. Precision Service Bulletin No. PRS-97 states in paragraph 2. "Accomplishment Instructions D. A complete overhaul is mandatory regardless of any FAR operational category when the injector or fuel system component has been subjected to a severe environment such as but not limited to:...(2) Contaminated fuel such as water, rust, sand, etc."

Meteorological information

The Charlotte Douglas International Airport, Charlotte, North Carolina, 1451 surface weather observation was: wind variable at 4 knots, visibility 10 miles, few clouds at 2,500 feet, temperature 61 degrees Fahrenheit, dew point temperature 21 degrees Fahrenheit, and altimeter 29.95.

Wreckage and impact information

The wreckage was located in a horse pasture adjacent to 4031Herter Road, Catawba County, in the vicinity of Maiden, North Carolina. The FAA conducted the on scene examination of the airplane. The Hobbs time at the time of the accident was 427 hours. The airplane was equipped with an electronic tachometer. The estimated tachometer time was 4216.9 hours.

USAIG Insurance Company contracted Extreme Aviation, Advance, North Carolina, to recover and store the airplane wre