ERA14LA369

The pilot reported that he had the airplane completely fueled before departing on a cross-country flight. The departure was uneventful, and the airplane was cruising about 2,500 ft above ground level and was about 2 hours into the planned 3 hour 30 minute flight when the pilot noted that the engine power did not seem correct despite all of the gauges indicating normal. He chose to divert to a nearby airport; however, the engine began to lose power at that point, and it then lost all power as the airplane was descending toward the airport. The airplane subsequently impacted trees about 1 mile south of the airport, and a postcrash fire consumed the wreckage. A witness near the accident site reported observing the engine sputtering and black smoke emanating from the right side of the airplane as it flew overhead. Examination of the engine revealed that one propeller blade was bent aft and exhibited chordwise scratches. The other blade exhibited an outward bend at the tip. The top spark plugs were removed; all of their electrodes were intact and gray or oil-soaked in color, except for the No. 6 spark plug, which exhibited dark soot. Further examination of the No. 6 cylinder did not reveal any other anomalies. The valve covers were removed, and oil was noted throughout the engine. When the propeller was rotated by hand, camshaft, crankshaft, and valve train continuity were confirmed to the rear accessory section, and thumb compression was attained on all cylinders. The magnetos, engine-driven fuel pump, vacuum pump, and fuel injector exhibited thermal damage from the postcrash fire and could not be tested. The postcrash fire damage precluded a determination of the cause of the loss of engine power.

On July 31, 2014, about 1352 central daylight time, a Piper PA-32-300, N9103K, operated by a private individual, was destroyed during a forced landing, following a total loss of engine power during cruise flight near Helena, Alabama. The private pilot and three passengers were seriously injured. The personal flight was conducted under the provisions of 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed and no flight plan was filed for the planned flight to Dickson Municipal Airport (M02), Dickson, Tennessee. The flight originated from Northwest Florida Beaches International Airport (ECP), Panama City, Florida, about 1142. The pilot reported that the airplane was completely fueled prior to departure. The departure was uneventful and the airplane was cruising at 2,500 feet mean sea level. About 2 hours into the flight, the pilot noted that the engine power did not seem correct, despite all the gauges indicating normal. He elected to divert to Bessemer Airport (EKY), Bessemer, Alabama; however, the engine began to lose power at that point and then lost all power as the airplane was descending toward EKY. The propeller continued to windmill as the pilot glided the airplane toward EKY. The pilot also switched fuel tanks and activated the electric fuel pump in effort to restore engine power, but was unsuccessful. The airplane impacted trees about 1 mile south of EKY. During the impact with trees, the airplane rolled inverted and then impacted the ground. All four occupants were able to egress before the airplane was consumed by a postcrash fire. A witness, who was a firefighter standing outside a fire station near the accident site, observed the accident airplane flying northwest. The witness stated that the engine was sputtering and black smoke was emanating from the right side of the airplane. The smoke seemed to darken as the airplane flew further away from his view. He was then dispatched to the airplane accident about 5 minutes later. A handheld Garmin 496 GPS was recovered from the cockpit and forwarded to the NTSB Vehicle Recorder Laboratory, Washington, DC. Data were successfully downloaded and plots were created of the accident flight. The airplane was manufactured in 1978 and equipped with a Lycoming IO-540, 300-horsepower engine. A factory rebuild was completed on the engine in 2002. The airplane's most recent annual inspection was completed on July 3, 2014. At that time, the airframe had accumulated 2,888 total hours and the engine had accumulated 866 hours since the factory rebuild. Post-accident examination by an NTSB investigator revealed a majority of the airplane was consumed by postcrash fire and the engine was partially separated from the airframe. One propeller blade was bent aft and exhibited chordwise scratches. The other blade exhibited an outward bend at the tip. The top spark plugs were removed; their electrodes were intact and gray or oil soaked in color, except for the No. 6 spark plug, whichexhibited dark soot. A borescope examination of the No. 6 cylinder did not reveal any other anomalies. The valve covers were removed and oil was noted throughout the engine. When the propeller was rotated by hand, camshaft, crankshaft, and valve train continuity were confirmed to the rear accessory section and thumb compression was attained on all cylinders. The magnetos, engine driven fuel pump, vacuum pump, and fuel injector exhibited thermal damage from the postcrash fire and could not be tested. The oil filter and fuel flow divider also exhibited thermal damage. The fuel injector valve was open. The propeller governor oil screen and oil sump screen were absent of debris. The fuel injector nozzles were also absent of debris.