# NTSB ERA22FA418: Piper PA32, N2104J, Afton, VA, September 15, 2022 - Type: NTSB accident investigation - Classification: Accident · Fatal · Class 3 · Field · Final report - Date: September 14, 2022, 23:00 local (Sep 15, 2022, 03:00 UTC) - Place: Afton, VA · trees and terrain - Coordinates: 37.985075, -78.716803 - Nearby events: https://openairdocs.org/map.md?lat=37.9851&lon=-78.7168&mi=10 - Phase of flight: [Enroute](https://openairdocs.org/ntsb-phases/400) (OpenAirDocs' grouping) - Defining event: [Enroute: Loss of engine power (total)](https://openairdocs.org/ntsb-events/341) - Highest injury: Fatal - Injuries: 1 fatal - Status: Completed - Report: Approved by Office Director - Investigation class: Class 3 - NTSB office: Eastern Region Aviation - Parties: Lycoming Engines, FAA/FSDO, Piper Aircraft - NTSB case key (mKey): 105942 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=ERA22FA418 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/105942/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=105942 - Page: https://openairdocs.org/ntsb/ERA22FA418 ## Probable cause A catastrophic engine failure due to oil starvation, which resulted in a total loss of engine power at night over mountainous terrain. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Fluids: oil](https://openairdocs.org/ntsb-findings/01071020): Aircraft › Fluids/misc hardware · Fluid level (probable cause); cases with it: [Piper PA-32-300, 2 cases](https://openairdocs.org/ntsb-findings/01071020/cases.md?model=7103212), [All aircraft, 174 cases](https://openairdocs.org/ntsb-findings/01071020/cases.md) - [Engine (reciprocating): recip eng cyl section](https://openairdocs.org/ntsb-findings/01058530): Aircraft › Aircraft power plant · Failure (probable cause); cases with it: [Piper PA-32-300, 6 cases](https://openairdocs.org/ntsb-findings/01058530/cases.md?model=7103212), [All aircraft, 373 cases](https://openairdocs.org/ntsb-findings/01058530/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Enroute: Loss of engine power (total)](https://openairdocs.org/ntsb-events/341) (defining event); cases with it: [Piper PA-32-300, 25 cases](https://openairdocs.org/ntsb-events/341/sequence.md?model=7103212), [All aircraft, 3,820 cases](https://openairdocs.org/ntsb-events/341/sequence.md) - [Emergency descent: Off-field or emergency landing](https://openairdocs.org/ntsb-events/440); cases with it: [Piper PA-32-300, 23 cases](https://openairdocs.org/ntsb-events/440/sequence.md?model=7103212), [All aircraft, 3,365 cases](https://openairdocs.org/ntsb-events/440/sequence.md) - [Emergency descent: Collision with terr/obj (non-CFIT) ](https://openairdocs.org/ntsb-events/470); cases with it: [Piper PA-32-300, 43 cases](https://openairdocs.org/ntsb-events/470/sequence.md?model=7103212), [All aircraft, 10,189 cases](https://openairdocs.org/ntsb-events/470/sequence.md) ## Analysis During a night cross-country flight over remote mountainous terrain, the pilot reported a total loss of engine power to air traffic control. He attempted to glide to a nearby airport, but the airplane impacted trees about 15 miles from the airport. Postaccident examination of the engine revealed that the crankshaft could not be rotated by hand and about 1 quart of oil remained in the sump. No oil was observed on the ramp at the departure airport and no oil streaks were observed on the airframe, but postimpact fire consumed a majority of the airframe. Teardown examination of the engine revealed that the Nos. 3, 4, 5, and 6, connecting rods likely failed as a result of oil starvation. A crack was noted in the oil sump, but metallurgical examination revealed overstress features consistent with impact forces and thermal stress, indicating that the damage was likely sustained during impact; no fatigue was observed. Due to fire and impact damage, the investigation could not determine the reason for the oil starvation/loss that ultimately resulted in the loss of engine power. ## Factual narrative The airplane’s logbooks were not recovered and were presumed destroyed during the postcrash fire. However, the maintenance facility that completed the most recent annual inspection on August 1, 2022, was able to provide copies of their work order and logbook endorsements for that inspection. At that time, the airframe had accumulated a total time of 5,125 hours and the engine had accumulated 1,250 hours since new (factory remanufacture). The oil was not changed during the annual inspection as it had been changed 1 flight hour prior, on May 31, 2022. Additionally, a previous laboratory report of the airplane engine’s oil, dated, June 10, 2021, did not reveal any remarkable anomalies. On September 14, 2022, about 2300 eastern daylight time, a Piper PA-32-300, N2104J, was destroyed when it was involved in an accident near Afton, Virginia. The private pilot was fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. According to the airport manager at Blue Ridge Airport (MTV), Martinsville, Virginia, the pilot diverted to MTV uneventfully on September 10, 2022, due to weather. He purchased 72 gallons of fuel, left his airplane there and returned to Pennsylvania on a commercial flight. On the day of the accident, the pilot arrived back at MTV to retrieve his airplane with the intention of flying back to his home airport, Smoketown Airport (S37), Smoketown, Pennsylvania. Automatic dependent surveillance – broadcast (ADS-B) and communication data from the Federal Aviation Administration (FAA) indicated that the airplane was in cruise flight at 7,500 ft mean sea level when the pilot reported a rough running engine, followed by a total loss of engine power. The pilot attempted to glide the airplane to Charlottesville-Albemarle (CHO), Charlottesville, Virginia, but the airplane impacted wooded terrain about 15 miles southwest of CHO. An autopsy was conducted on the pilot by the Commonwealth of Virginia, Department of Health, Office of the Chief Medical Examiner, Richmond, Virginia. The cause of death was “thermal injury and inhalation of products of combustion.” Toxicological testing of the pilot’s specimens was conducted by the FAA Office of Forensic Sciences, Oklahoma City, Oklahoma. The results were negative for drugs and alcohol. A debris path about 100-ft long was observed, extending on a 60° magnetic course, consisting of severed trees at a downward angle of about 45°. The wreckage came to rest upright, oriented on a magnetic heading of 240°. The cockpit and cabin were consumed by fire. The fuel selector valve exhibited thermal damage and was positioned to the left main fuel tank. The fuel strainer bowl was thermally damaged, and the fuel strainer screen was destroyed. Flight control cable continuity was established from the cockpit to each of the respective control surfaces except for a separation in each of the rudder cables consistent with impact forces. The propeller remained attached to thecrankshaft propeller flange. Both propeller blades remained in the hub. One blade appeared straight and undamaged. The other blade was bent aft about 90°. The spinner was crushed on one side. The crankshaft could not be rotated by hand. Removal of the rear accessory case housing revealed fragments of connecting rod cap on top of the oil sump baffling. Removal of the oil sump revealed about 1 quart of oil remained in the sump with additional metal fragments. No oil was observed on the ramp at the departure airport and no oil streaks were observed on the airframe, but postimpact fire consumed a majority of the airframe. The lower oil cooler return line was found loose with no safety wire installed before removal from the engine. However, no evidence of oil leakage was observed on the line. The Nos. 1 and 2 cylinders were removed and their respective connecting rods remained intact. The remaining four cylinders could not be removed from the engine case. An access hole was cut through the oil sump baffling to facilitate visual examination. The remaining four connecting rods were fractured. The visual examination revealed that the crankshaft remained intact. Teardown examination of the engine at the manufacturer’s facility revealed that the Nos. 3, 4, 5, and 6 connecting rods separated from the crankshaft but remained attached to their respective piston. The No. 6 connecting rod had protruded out of the crankcase between the tappet bores. Some of the connecting rod pieces found in the oil sump were able to be identified by the arm locations (two pieces from the No. 3 connecting rod, one piece from the No. 4 connecting rod, and two pieces from the No. 6 connecting rod. The Nos. 3, 4, 5, and 6connecting rod journals were blackened, scored, melted, and missing base metal. All oil feed areas from the main journals to the connecting rod journals were free of obstructions. A crack was noted in the oil sump, but metallurgical examination revealed overstress features consistent with impact forces and thermal stress. No fatigue was observed. ## Aircraft - Registration: [N2104J](https://openairdocs.org/deregistered/N2104J-2024-05-11), registration cancelled 2024-05-11, S/N 32-7940017 (OpenAirDocs) - Reported make and model: PIPER PA32 (300) - Registry model: [Piper PA-32-300](https://openairdocs.org/model/piper-pa-32-300) (registry code 7103212) (OpenAirDocs) - Registry engine: [Lycoming TI0-540 series](https://openairdocs.org/engine/lycoming-ti0-540-series) (registry code 41533, turbo-prop) (OpenAirDocs) - Category: Airplane - Serial number: 32-7940017 - Year built: 1979 - Airframe hours: 5125 - Engines: Lycoming IO-540-K1G5 300 horsepower reciprocating - Damage: Destroyed - Fire: On-Ground - Flight: Personal, Part 91 - Airworthiness certificate: Standard, Normal - Last inspection: Annual, August 1, 2022 - Departed: MTV, Martinsville, VA - Destination: S39, Smoketown, PA - Equipment: Stall warning system ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 30; injuries: fatal; private; airplane ratings: single-engine land; medical: class 3, without waivers/limitations; last flight review May 2, 2022; seat: left; toxicology performed; flight hours: 134 total, 28 in this make and model, 41 in the last 90 days, 15 in the last 30 days ## Weather - Conditions: Visual (VMC), Night - Wind: 270° at 4 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 64 °F, dew point 59 °F - Altimeter: 30.15 inHg - Observed at: CHO, 15 nm away - METAR: KCHO 150253Z 27004KT 10SM CLR 18/15 A3015 ## 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 20220914015539A](https://openairdocs.org/incident/20220914015539A), Sep 14, 2022: Piper PA-32-300, Afton, VA, Destroyed, 1 fatal. On September 14, 2022, about 2300 eastern daylight time, a Piper PA-32-300, [privacy data omitted] was destroyed by post impact fire when it was involved in an… ## Docket (15 files) The files NTSB released with the investigation on March 28, 2024, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=105942. 6.3 MB in all. - Memorandum for the record (item 1, PDF, 1 page, 89 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=16470385&FileExtension=pdf&FileName=MFR-Rel.pdf - Excerpts from FAA accident report (air traffic control timeline) (item 2, PDF, 2 pages, 466 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=16117237&FileExtension=pdf&FileName=Excerpt%20From%20FAA%20Accident%20Report-Rel.pdf - Excerpts from electronic pilot logbook (item 3, PDF, 3 pages, 607 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=16117888&FileExtension=pdf&FileName=Excerpts%20From%20Pilot%20Electronic%20Logbook_Redacted-Rel.pdf - Laboratory oil report (item 4, PDF, 1 page, 21 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=16116524&FileExtension=pdf&FileName=Lab%20Oil%20Report-Rel.pdf - Work order - oil change (item 5, PDF, 1 page, 9 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=16117227&FileExtension=pdf&FileName=Oil%20Change%20Work%20Order_Redacted-Rel.pdf - Work order - annual inspection (item 6, PDF, 19 pages, 130 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=16117364&FileExtension=pdf&FileName=Annual%20Work%20Order_Redacted-Rel.pdf - Copies of logbook entries (item 7, PDF, 2 pages, 514 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=16120435&FileExtension=pdf&FileName=Annual%20Logbook%20Entries_Redacted-Rel.pdf - NTSB wreckage examination (item 8, PDF, 4 pages, 826 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=16084985&FileExtension=pdf&FileName=Wreckage%20Examination%20ERA22FA418-Rel.pdf - Memorandum for the record - engine teardown examination (item 9, PDF, 3 pages, 5 photos, 569 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=16860584&FileExtension=pdf&FileName=MFR-Rel.pdf - Photo array (item 10, PDF, 7 pages, 6 photos, 964 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=16367677&FileExtension=pdf&FileName=Photo%20Array-Rel.pdf - Toxicological report (item 11, PDF, 1 page, 156 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=16099182&FileExtension=pdf&FileName=Tox_Redacted-Rel.pdf - Memorandum for the record - Lycoming materials examination (item 12, PDF, 2 pages, 139 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=16548129&FileExtension=pdf&FileName=MFR%20Lycoming%20Materials%20Examination-Rel.pdf - Statement of party representatives to NTSB investigation (item 13, PDF, 10 pages, 581 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=16362567&FileExtension=pdf&FileName=Party%20Forms_Redacted-Rel.pdf - Release of aircraft wreckage, NTSB form 6120.15 (item 14, PDF, 1 page, 1.1 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=16547639&FileExtension=pdf&FileName=Wreckage%20Release_Redacted-Rel.pdf - Evidence control form (item 15, PDF, 1 page, 129 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=16586519&FileExtension=pdf&FileName=Evidence%20Control%20Form-Rel.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.