# NTSB FTW03FA120: Piper PA-32-300, N70NZ, Broken Arrow, OK, March 31, 2003 - Type: NTSB accident investigation - Classification: Accident · Fatal · Field investigation · Final report - Date: March 31, 2003, 16:00 local (22:00 UTC) - Place: Broken Arrow, OK - Coordinates: 36.053611, -95.789443 - Nearby events: https://openairdocs.org/map.md?lat=36.0536&lon=-95.7894&mi=10 - Phase of flight: [Enroute](https://openairdocs.org/ntsb-phases/400) (OpenAirDocs' grouping) - Highest injury: Fatal - Injuries: 3 fatal - Status: Completed, report March 30, 2005 - Report: Approved by Office Director - Parties: Lycoming Engines, Federal Aviation Administration, New Piper Aircraft - ADs cited in the narratives: [AD 2001-23-08](https://openairdocs.org/ad/2001-23-08) (OpenAirDocs) - NTSB case key (mKey): 56720 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=FTW03FA120 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/56720/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=56720 - Page: https://openairdocs.org/ntsb/FTW03FA120 ## Probable cause Failure of the engine due to the blow-by condition in the number six cylinder for undetermined reasons, which resulted in oil starvation and eventual failure of the associated connecting rod end cap. Also causal was the pilot's failure to maintain airspeed during the forced landing, which resulted in an inadvertent stall and subsequent collision with terrain. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Loss of engine power(total) - mech failure/malf, descent - normal - engine assembly,piston - eroded (cause) - fluid,oil - starvation/exhaustion (cause) - engine assembly,connecting rod cap - failure,total (cause) - Forced landing, descent - emergency - Loss of control - in flight, descent - emergency - airspeed - not maintained, pilot in command (cause) - stall - inadvertent, pilot in command - In flight collision with terrain/water, descent - uncontrolled - terrain condition - ground ## Analysis The pilot stalled the airplane, which impacted terrain in a nose down pitch attitude after the engine experienced a total loss of power. Numerous witnesses observed smoke trailing from the airplane; one of which observed the smoke up to nine minutes prior to the accident. The pilot reported a loss of oil pressure and subsequent loss of engine power. Some witnesses observed the airplane stall, roll to the right, and descend vertically. The airplane exploded upon impact with the terrain. Post-accident examination of the engine revealed the number six connecting rod end cap failed due to oil starvation. The oil starvation resulted from a piston blow-by condition that formed in the number six cylinder. The blow-by condition resulted in crankcase pressurization and the loss of the oil through the breather tube. The blow-by condition also resulted in the burning of oil in the number six cylinder, which resulted in the smoke observed by the witnesses. The cause of the blow-by situation was not determined. ## Factual narrative HISTORY OF FLIGHT On March 31, 2003, at 1600 central standard time, a Piper PA-32-300 single-engine airplane, N70NZ, was destroyed when it impacted terrain following a loss of control near Broken Arrow, Oklahoma. The airplane was registered to Tire Barn Inc. of Bixby, Oklahoma, and was operated by the pilot. The private pilot and his two passengers sustained fatal injuries. Visual meteorological conditions prevailed, and a flight plan was not filed for the 14 Code of Federal Regulations Part 91 personal flight. The round-robin cross-country flight originated from the Richard Lloyd Jones Jr. Airport (RVS), Tulsa, Oklahoma at 1430. According to acquaintances of the pilot, the pilot took the passengers out to observe some hunting property. On the return leg of the flight, the pilot contacted Tulsa's terminal radar approach control (TUL TRACON) at 1547, and received a vector to enter a midfield left downwind to runway 19L. At 1549, the pilot advised controllers that his oil pressure was very low and there was some engine noise. The controller advised the pilot that the Harvey Young Airport (1H6) was 3.5 miles to his right and asked the pilot if he wanted to continue to RVS. The pilot indicated that he wanted to continue to RVS. At 1550, the pilot informed the controller that he had lost engine power and was "going down." The controller asked the pilot if he could make it to 1H6, which was three miles north of his position, to which the pilot indicated he would try. The pilot informed the controllers that there were three persons on board, the engine was on fire, and there were 94 gallons of fuel on board. The pilot informed the controller that he was attempting to make a field to the east of his position. There were no further transmissions from the pilot. Radar data depicted the aircraft's mode C returns in a steady descent from 3,000 feet when the pilot initially called inbound for landing at RVS. The final three radar returns depicted the airplane in a right turn, with the last return depicting the airplane at 2,200 feet msl (approximately 1,500 feet agl). With the assistance of the local department of public safety personnel, the NTSB was able to gather 22 witness statements. All but two witnesses reported observing smoke emanating from the engine area (depending on the witness, the smoke color ranged from white, gray, brown, and blue; most reports indicate white or blue). A number of witnesses reported hearing a rough running engine before it went silent. All of the witnesses described observing the airplane roll to the right followed by the nose dropping to a near vertical pitch attitude (five witnesses indicated the airplane stalled and rolled to the right). All of the witnesses indicated that the airplane exploded upon impact with the ground in a near vertical descent attitude. One witness was an on-duty trooper for the Oklahoma Highway Patrol. The trooper was also a certified pilot. He heard a loud aircraft engine and noted the accident airplane flying overhead. He observed the airplane trailing a "very long" "blue/white smoke trail." The trooper called his dispatch office and asked them to notify air traffic controllers of the smoke coming from the airplane. As the trooper observed the airplane, he noted the smoke getting thicker. The trooper eventually lost sight of the airplane and did not observe the accident. The trooper called the dispatch office at 1541. PERSONNEL INFORMATION The pilot was issued a private pilot certificate on November 15, 2001, with a rating for single-engine land airplanes. On July 16, 2001, the pilot was issued a third-class medical certificate with no waivers or limitations. The pilot's previous instructor reported that the pilot had accumulated a total of 150 hours of flight time, of which approximately 90 hours were accumulated in the accident airplane. The pilot's logbook was not recovered during the investigation and it is assumed to have been destroyed. AIRCRAFT INFORMATION The 1979-model airplane (serial number 32-7940073) was registered to the pilot's corporation on November 28, 2001. The airplane was equipped with a Lycoming IO-540-K1G5 engine (serial number L-19129-48A) and a two-bladed variable pitch Hartzell propeller. The airplane was registered, maintained, and operated in Australia until May 2001, at which time it was shipped to the U.S. On July 17, 2001, at an aircraft total time of 3,947.14 hours, the aircraft was recertified in the U.S. by a designated airworthiness representative. On August 22, 2002, the last annual inspection was performed. At that time, the airframe had accumulated a total of 4060.2 hours. At the time of the last annual inspection, the propeller was removed and reinstalled for compliance with airworthiness directive (AD) 01-23-08. The IO-540-K1G5 produces 300-horsepower and is a 6-cylinder, air-cooled, fuel-injected, normally aspirated engine. Review of the maintenance records revealed the engine was overhauled in Australia on July 15, 1999. Following that overhaul, the engine was test run 2 hours and 15 minutes with no anomalies noted. On July 9, 2001, (approximately 132 hours after the overhaul) a compression check was conducted on the accident engine with the following results: #1 74, #2 74, #3 75, #4 74, #5 76, #6 70. During the August 2002 annual inspection, the engine had accumulated a total time of 4,060.3 hours and a total time since major overhaul of 245.1 hours. METEOROLOGICAL INFORMATION At 1353, the weather observation facility at the Tulsa International Airport, Tulsa, Oklahoma (located nine miles north of the accident site), reported the following weather conditions: wind from 210 degrees at 11 knots, visibility 10 statue miles, a few clouds at 13,000 feet, temperature 77 degrees Fahrenheit, dew point 43 degrees Fahrenheit, and an altimeter setting of 30.02 inches of mercury. WRECKAGE AND IMPACT INFORMATION The airplane wreckage was located at 36 degrees 05.896 minutes north latitude and 95 degrees 48.641 minutes west longitude. The airplane came to rest in a soft dirt field, which was situated adjacent to a residential area and a golf course. The entire aircraft was destroyed by impact and fire damage; however, the all of its components were accounted for at the main impact crater. Both wing leading edges were compressed aft to their main spar. The engine and propeller were embedded in the ground approximately six feet and were later excavated for examination. There were no ground scars noted with the exception of that noted directly below the wreckage. No cockpit instruments, gauges or switch positions could be verified due to impact damage. Removal of the engine and propeller revealed the propeller remained attached to the engine and neither propeller blade exhibited leading edge damage or face polishing. The propeller blades were bent aft around the engine. Examination of the engine revealed that the engine-driven and electric fuel pumps were separated from their respective mounts and were destroyed. The vacuum pump was separated from its mount and was also destroyed. The right hand oil cooler lower hose was impact separated at the B-nut. The oil line from the left oil cooler to the upper connection of the accessory housing was also separated at the accessory housing end. The oil line from the right oil cooler to the lower accessory housing fitting was separated at the cooler B-nut. The engine displayed a large hole adjacent to the #6 cylinder. Another puncture was noted above the #4 cylinder near the camshaft position. The engine was crated and shipped to the manufacturer's facility for further examination. TESTS AND RESEARCH On July 15, 2003, the engine was examined at the manufacturer's facility under the supervision of an NTSB investigator. The #6 cylinder exhaust port displayed a black colored build-up on its interior. The #6 piston dis ## Aircraft - Registration: [N70NZ](https://openairdocs.org/deregistered/N70NZ-2018-01-23), registration cancelled 2018-01-23, S/N 32-7940073, built 1979 (OpenAirDocs) - Reported make and model: Piper PA-32-300 - Registry model: [Piper PA-32-300](https://openairdocs.org/model/piper-pa-32-300) (registry code 7103212) (OpenAirDocs) - Registry engine: [Lycoming IO-540 series](https://openairdocs.org/engine/lycoming-io-540-series) (registry code 41530, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 32-7940073 - Airframe hours: 4060.3 - Engines: Lycoming IO-540-K1G5 300 horsepower reciprocating - Damage: Destroyed - Fire: On-Ground - Flight: Personal, Part 91 - Operator: Travis Lee Butts, doing business as N/A - Registered owner: Tire Barn Inc. - Airworthiness certificate: Standard, Normal - Last inspection: Annual, August 22, 2002 - Departed: RVS, Tulsa, OK - Destination: RVS, Tulsa, OK ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 33; injuries: fatal; private; airplane ratings: single-engine land; medical: class 3, valid medical--no waivers/lim.; seat: left; toxicology performed; flight hours: 150 total, 90 in this make and model ## Weather - Conditions: Visual (VMC), Day - Wind: 210° at 11 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 77 °F, dew point 43 °F - Altimeter: 30.02 inHg - Observed at: TUL, 9 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 20030331004989A](https://openairdocs.org/incident/20030331004989A), Mar 31, 2003: Piper PA32300, Broken Arrow, OK, Destroyed, 3 fatal. (-23) The aircraft departed from r.l. jones (rvs) at 1430 en route to locust grove, OK to look at property and intended to return to rvs, no flight plan was… ## Docket (43 files) The files NTSB released with the investigation on January 4, 2005, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=56720. 52.5 MB in all. - Witness Statements (item 1, .PDF, 11.0 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40410229&FileExtension=.PDF&FileName=Witness%20Statements-Redacted.PDF - Maps or Charts of Accident Area, Wreckage Diagrams (item 2, .PDF, 49 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40223348&FileExtension=.PDF&FileName=Maps%20or%20Charts%20of%20Accident%20Area,%20Wreckage%20Diagrams-Master.PDF - Air Traffic Control Transcripts and Radar Plots (item 3, .PDF, 175 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40410230&FileExtension=.PDF&FileName=Air%20Traffic%20Control%20Transcripts%20and%20Radar%20Plots-Redacted.PDF - Reports from Local Agencies (Police) (item 4, .PDF, 708 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40410231&FileExtension=.PDF&FileName=Reports%20from%20Local%20Agencies%20(Police)-Redacted.PDF - Reports from Parties to the Investigation (Lycoming) (item 5, .PDF, 2.5 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40410232&FileExtension=.PDF&FileName=Reports%20from%20Parties%20to%20the%20Investigation%20(Lycoming)-Redacted.PDF - Engine Teardown Examination Information (item 6, .PDF, 183 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40410233&FileExtension=.PDF&FileName=Engine%20Teardown%20Examination%20Information-Redacted.PDF - Aircraft Maintenance Records (item 7, .PDF, 26.3 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40410234&FileExtension=.PDF&FileName=Aircraft%20Maintenance%20Records-Redacted.PDF - Engine Performance Literature (item 8, .PDF, 1.0 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40223358&FileExtension=.PDF&FileName=Engine%20Performance%20Literature-Master.PDF - Statement of Party Representatives to NTSB Investigation (item 9, .PDF, 336 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40410235&FileExtension=.PDF&FileName=Statement%20of%20Party%20Representatives%20to%20NTSB%20Investigation-Redacted.PDF - Release of Aircraft Wreckage, NTSB Form 6120.15 (item 10, .PDF, 204 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40410236&FileExtension=.PDF&FileName=Release%20of%20Aircraft%20Wreckage,%20NTSB%20Form%206120.15-Redacted.PDF - Toxicological Report (item 11, .PDF, 55 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40410237&FileExtension=.PDF&FileName=Toxicological%20Report-Redacted.PDF - Photo 01 Overview of accident site (item 12, .PDF, 477 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40223378&FileExtension=.PDF&FileName=Photo%2001%20Overview%20of%20accident%20site-Master.PDF - Photo 02 Overview of accident site (item 13, .PDF, 490 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40223379&FileExtension=.PDF&FileName=Photo%2002%20Overview%20of%20accident%20site-Master.PDF - Photo 03 Engine excavated from accident site (item 14, .PDF, 235 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40223381&FileExtension=.PDF&FileName=Photo%2003%20Engine%20excavated%20from%20accident%20site-Master.PDF - Photo 04 Engine and propeller clean (item 15, .PDF, 236 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40223382&FileExtension=.PDF&FileName=Photo%2004%20Engine%20and%20propeller%20clean-Master.PDF - Photo 05 Engine case damage (item 16, .PDF, 331 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40223383&FileExtension=.PDF&FileName=Photo%2005%20Engine%20case%20damage-Master.PDF - Photo 06 Engine accessory section (item 17, .PDF, 341 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40223384&FileExtension=.PDF&FileName=Photo%2006%20Engine%20accessory%20section-Master.PDF - Photo 07 Left side rocker arms (cylinders 2 4 6) (item 18, .PDF, 327 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40223385&FileExtension=.PDF&FileName=Photo%2007%20Left%20side%20rocker%20arms%20(cylinders%202%204%206)-Master.PDF - Photo 08 Right side rocker arms (cylinders 1 3 5) (item 19, .PDF, 337 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40223386&FileExtension=.PDF&FileName=Photo%2008%20Right%20side%20rocker%20arms%20(cylinders%201%203%205)-Master.PDF - Photo 09 Left side pistons (2 4 6 not shown) (item 20, .PDF, 311 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40223387&FileExtension=.PDF&FileName=Photo%2009%20Left%20side%20pistons%20(2%204%206%20not%20shown)-Master.PDF - Photo 10 Right side pistons (1 3 5) (item 21, .PDF, 339 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40223388&FileExtension=.PDF&FileName=Photo%2010%20Right%20side%20pistons%20(1%203%205)-Master.PDF - Photo 11 Pistons and cylinders (item 22, .PDF, 305 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40223390&FileExtension=.PDF&FileName=Photo%2011%20Pistons%20and%20cylinders-Master.PDF - Photo 12 Spark plugs (item 23, .PDF, 320 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40223392&FileExtension=.PDF&FileName=Photo%2012%20Spark%20plugs-Master.PDF - Photo 13 Oil sump (item 24, .PDF, 347 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40223394&FileExtension=.PDF&FileName=Photo%2013%20Oil%20sump-Master.PDF - Photo 14 Oil pump housing (item 25, .PDF, 326 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40223396&FileExtension=.PDF&FileName=Photo%2014%20Oil%20pump%20housing-Master.PDF - Photo 15 Oil pump gear (item 26, .PDF, 322 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40223397&FileExtension=.PDF&FileName=Photo%2015%20Oil%20pump%20gear-Master.PDF - Photo 16 Oil pump gear 2 (item 27, .PDF, 324 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40223398&FileExtension=.PDF&FileName=Photo%2016%20Oil%20pump%20gear%202-Master.PDF - Photo 18 #6 connecting rod journal (item 28, .PDF, 272 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40223402&FileExtension=.PDF&FileName=Photo%2018%20%236%20connecting%20rod%20journal-Master.PDF - Photo 19 #6 cylinder exhaust (item 29, .PDF, 275 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40223403&FileExtension=.PDF&FileName=Photo%2019%20%236%20cylinder%20exhaust-Master.PDF - Photo 20 #6 piston and connecting rod (item 30, .PDF, 303 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40223405&FileExtension=.PDF&FileName=Photo%2020%20%236%20piston%20and%20connecting%20rod-Master.PDF - Photo 21 #6 connecting rod (item 31, .PDF, 260 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40223411&FileExtension=.PDF&FileName=Photo%2021%20%236%20connecting%20rod-Master.PDF - Photo 22 #6 piston (item 32, .PDF, 283 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40223413&FileExtension=.PDF&FileName=Photo%2022%20%236%20piston-Master.PDF - Photo 23 #6 piston head (item 33, .PDF, 271 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40223415&FileExtension=.PDF&FileName=Photo%2023%20%236%20piston%20head-Master.PDF - Photo 24 #6 piston head (item 34, .PDF, 309 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40223416&FileExtension=.PDF&FileName=Photo%2024%20%236%20piston%20head-Master.PDF - Photo 25 #6 piston burn through (item 35, .PDF, 270 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40223418&FileExtension=.PDF&FileName=Photo%2025%20%236%20piston%20burn%20through-Master.PDF - Photo 26 Burn through (item 36, .PDF, 295 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40223419&FileExtension=.PDF&FileName=Photo%2026%20%20Burn%20through-Master.PDF - Photo 27 #6 piston rings removed (item 37, .PDF, 283 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40223421&FileExtension=.PDF&FileName=Photo%2027%20%236%20piston%20rings%20removed-Master.PDF - Photo 28 Close up of burn through (item 38, .PDF, 309 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40223423&FileExtension=.PDF&FileName=Photo%2028%20Close%20up%20of%20burn%20through-Master.PDF - Photo 29 Closer view of burn through (item 39, .PDF, 307 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40223424&FileExtension=.PDF&FileName=Photo%2029%20Closer%20view%20of%20burn%20through-Master.PDF - Photo 30 Closer view of burn through (item 40, .PDF, 297 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40223425&FileExtension=.PDF&FileName=Photo%2030%20Closer%20view%20of%20burn%20through-Master.PDF - Photo 31 Piston ring (item 41, .PDF, 292 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40223426&FileExtension=.PDF&FileName=Photo%2031%20Piston%20ring-Master.PDF - Photo 32 Piston ring (item 42, .PDF, 275 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40223427&FileExtension=.PDF&FileName=Photo%2032%20Piston%20ring-Master.PDF - Photo 33 Piston skirt (item 43, .PDF, 315 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40223428&FileExtension=.PDF&FileName=Photo%2033%20Piston%20skirt-Master.PDF From the NTSB's public API. 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