# NTSB ERA16LA276: Piper PA28R, N94JR, Panama City, FL, July 29, 2016 - Type: NTSB accident investigation - Classification: Accident · Minor injuries · Limited investigation · Final report - Date: July 28, 2016, 19:07 local (Jul 29, 2016, 00:07 UTC) - Place: Panama City, FL - Coordinates: 30.395833, -85.8125 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=30.3958&lon=-85.8125&mi=10 - Phase of flight: [Approach](https://openairdocs.org/ntsb-phases/500) (OpenAirDocs' grouping) - Defining event: [Approach: Loss of engine power (total)](https://openairdocs.org/ntsb-events/341) - Highest injury: Minor injuries - Injuries: 1 minor, 1 uninjured - Status: Completed, report May 29, 2019 - Report: Approved by Office Director - NTSB office: Eastern Region Aviation - Parties: FAA/FSDO - NTSB case key (mKey): 93711 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=ERA16LA276 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/93711/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=93711 - Page: https://openairdocs.org/ntsb/ERA16LA276 ## Probable cause A total loss of engine power during approach for reasons that could not be determined because postaccident examination did not reveal any evidence of preimpact mechanical malfunctions or failures that would have precluded normal operation. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Not determined](https://openairdocs.org/ntsb-findings/05000000): Not determined › Not determined · Unknown/Not determined (probable cause); cases with it: [Piper PA-28R-200, 16 cases](https://openairdocs.org/ntsb-findings/05000000/cases.md?model=7102811), [All aircraft, 2,247 cases](https://openairdocs.org/ntsb-findings/05000000/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Approach: Loss of engine power (total)](https://openairdocs.org/ntsb-events/341) (defining event); cases with it: [Piper PA-28R-200, 32 cases](https://openairdocs.org/ntsb-events/341/sequence.md?model=7102811), [All aircraft, 3,820 cases](https://openairdocs.org/ntsb-events/341/sequence.md) - [Landing: Off-field or emergency landing](https://openairdocs.org/ntsb-events/440); cases with it: [Piper PA-28R-200, 30 cases](https://openairdocs.org/ntsb-events/440/sequence.md?model=7102811), [All aircraft, 3,365 cases](https://openairdocs.org/ntsb-events/440/sequence.md) - [Landing: Collision with terr/obj (non-CFIT) ](https://openairdocs.org/ntsb-events/470); cases with it: [Piper PA-28R-200, 45 cases](https://openairdocs.org/ntsb-events/470/sequence.md?model=7102811), [All aircraft, 10,189 cases](https://openairdocs.org/ntsb-events/470/sequence.md) ## Analysis During an instructional flight, the pilot receiving instruction reduced engine power in preparation for an approach to the destination airport. He subsequently attempted to add power and level off; however, the engine was unresponsive and then lost total power. The flight instructor took control of the airplane and performed the engine failure checklist but was unsuccessful in restarting the engine. He was unable to glide the airplane to the destination airport and performed a forced landing in a wooded area about 3 miles from the runway, which resulted in damage to the wings. Examination of the wreckage at the accident site and again at a recovery facility revealed that the right fuel tank was breached and devoid of fuel. The left fuel tank remained attached and was nearly full of fuel. The fuel was clear and absent of water or visible contamination. Examination and testing of the fuel-injected engine, ignition system, and fuel system, including hand rotation of the propeller, did not reveal any evidence of preimpact mechanical malfunctions or failures that would have precluded normal operation. Thus, the reason for the loss of engine power could not be determined. ## Factual narrative On July 28, 2016, at 1907 central daylight time, a Piper PA 28R-200, N94JR, was substantially damaged during a forced landing in Panama City, Florida. The flight instructor was not injured, and the pilot receiving instruction sustained minor injuries. Visual meteorological conditions prevailed, and no flight plan was filed for the instructional flight, which was conducted under the provisions of 14 Code of Federal Regulations Part 91. The flight departed Enterprise Municipal Airport (EDN), Enterprise, Alabama, about 1830, and was destined for Northwest Florida Beaches International Airport (ECP), Panama City, Florida.During an interview with a Federal Aviation Administration inspector, the flight instructor stated that the purpose of the flight was to conduct a training session for the pilot receiving instruction, who was pursuing an instrument rating. While preparing for landing at ECP, at an altitude of 3,500 feet mean sea level (msl), the pilot reduced engine power to slow the airplane during the descent. He subsequently attempted to add power and level off; however, the engine was unresponsive and then lost all power. The flight instructor took control of the airplane and performed the engine failure checklist, but was unsuccessful in his attempts to restart the engine. He contacted the air traffic control tower and advised that they were unable to glide to the airport, and performed a forced landing in a wooded area about 3 miles north of ECP. Examination of the accident scene by an FAA inspector revealed that the airplane came to rest upright on the floor of a pine forest. The engine and forward section of the airplane were displaced upward and aft, and the propeller blades were undamaged. The right wing exhibited leading edge damage, had separated from the fuselage at the root, and was displaced up and aft. The right fuel tank was breached and was devoid of fuel. The left wing sustained leading edge damage and remained attached, and was nearly full of fuel. The empennage remained attached and was undamaged. The landing gear was found extended. The airplane was examined again at a salvage facility by an FAA inspector. The inspector used water-detection-paste on a 10-gallon fuel sample drained from the left fuel tank and the fuel was absent of water. The engine crankshaft was rotated by hand at the propeller, and exhibited thumb compression on all four cylinders. Spark was detected at the spark plug leads from the left magneto (which had an impulse coupling) on cylinder Nos. 1, 3 and 4, as the propeller was rotated by hand. Spark could not be detected using this method at the lead for cylinder No. 2, or from any leads from the right magneto, possibly due to insufficient propeller rpm when rotated by hand. The fuel lines leading to the fuel flow gauges, the fuel servo and the fuel distribution manifold were wet with fuel when opened, but did not contain a measurable amount of fuel. The gascolator contained a small amount of fuel and wasunobstructed. The fuel pump was connected to an external power source, and produced suction and pressure at the inlet and outlet, respectively. The four-seat, low-wing, retractable tricycle-gear airplane was manufactured in 1969 and powered by a Lycoming IO-360, 200-hp engine. Review of maintenance records by an FAA inspector revealed that the airplane's most recent annual inspection was completed on April 11, 2016, at which time the engine had accrued a total of 4,008 hours, with 106 hours since overhaul. The airplane flew about 21 hours since that inspection. ## Aircraft - Registration: [N94JR](https://openairdocs.org/deregistered/N94JR-2018-06-04), registration cancelled 2018-06-04, S/N 28R-35380, built 1969 (OpenAirDocs) - Reported make and model: PIPER PA28R (200) - Registry model: [Piper PA-28R-200](https://openairdocs.org/model/piper-pa-28r-200) (registry code 7102811) (OpenAirDocs) - Registry engine: [Lycoming I0360 series](https://openairdocs.org/engine/lycoming-i0360-series) (registry code 41515, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 28R-35380 - Year built: 1969 - Airframe hours: 5306 - Engines: LYCOMING IO-360-C1C 200 horsepower reciprocating - Damage: Substantial damage - Flight: Instructional, Part 91 - Airworthiness certificate: Standard, Normal - Last inspection: Annual, April 11, 2016, 21 hours before - Departed: EDN, ENTERPRISE, AL - Destination: ECP, Panama City, FL - Airport: ECP, Northwest Florida Beaches Intl, runway 16, 10,000 × 150 ft, concrete - Equipment: Stall warning system ## Flight crew As NTSB recorded them. NTSB leaves out names. - Flight instructor; age 25; injuries: none; flight instructor, airline transport; airplane ratings: single-engine land, multi-engine land; instrument ratings: airplane, helicopter; medical: class 1, without waivers/limitations; seat: right; restraint: 3-point; flight hours: 999,999 total, 999,999 in this make and model - Student pilot; age 22; injuries: minor; private; airplane ratings: single-engine land; medical: class 3, without waivers/limitations; seat: left; restraint: 3-point; flight hours: 999,999 total, 999,999 in this make and model ## Weather - Conditions: Visual (VMC), Day - Wind: 200° at 6 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 86 °F, dew point 73 °F - Altimeter: 29.98 inHg - Observed at: KECP, 3 nm away ## FAA reports on this event (1) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Accident 20160728013409A](https://openairdocs.org/incident/20160728013409A), Jul 28, 2016: Piper PA-28R-200, Panama City, FL, Substantial damage. Airplane was topped with fuel at edn- 20 minutes into flight to ecp, CFI reduced power to slow to gear extension speed and initiate approach from 3500 feet.… ## Docket (4 files) The files NTSB released with the investigation on March 11, 2019, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=93711. 1.3 MB in all. - Memorandum for Record - Telephone Conversation with FAA Inspector (item 1, .PDF, 130 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40470931&FileExtension=.PDF&FileName=Memorandum%20for%20Record%20-%20Telephone%20Conversation%20with%20FAA%20Inspector-Master.PDF - Memorandum for Record - Engine Examination (item 2, .PDF, 179 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40470932&FileExtension=.PDF&FileName=Memorandum%20for%20Record%20-%20Engine%20Examination-Master.PDF - Maintenance Records - Excerpts (item 3, .PDF, 802 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40470933&FileExtension=.PDF&FileName=Maintenance%20Records%20-%20Excerpts-Master.PDF - Photo Array (item 4, .PDF, 2 photos, 207 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40470934&FileExtension=.PDF&FileName=Photo%20Array-Master.PDF From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.