# NTSB FTW04LA169: Piper PA-32R-300, N49KG, Dalhart, TX, June 25, 2004 - Type: NTSB accident investigation - Classification: Accident · No injuries · Limited investigation · Final report - Date: June 25, 2004, 15:45 local (20:45 UTC) - Place: Dalhart, TX - Coordinates: 36.022499, -102.547225 - Nearby events: https://openairdocs.org/map.md?lat=36.0225&lon=-102.5472&mi=10 - Phase of flight: [Enroute](https://openairdocs.org/ntsb-phases/400) (OpenAirDocs' grouping) - Highest injury: No injuries - Injuries: 4 uninjured - Status: Completed, report September 13, 2005 - Report: Approved by Office Director - Parties: Federal Aviation Administration - NTSB case key (mKey): 59509 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=FTW04LA169 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/59509/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=59509 - Page: https://openairdocs.org/ntsb/FTW04LA169 ## Probable cause loss of engine power due to a corroded magneto for undetermined reasons. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Loss of engine power, climb - to cruise - ignition system,magneto - corroded (cause) - Forced landing, emergency descent/landing - In flight collision with terrain/water, emergency descent/landing - terrain condition - ground ## Analysis During cruise climb at 10,400 feet, the engine lost power and the pilot executed a forced landing to a field. According to the pilot, after the engine lost power, he attempted to restart the engine; however, the restart was unsuccessful. During the forced landing, the left wing and right wingtip sustained structural damage, the fuselage was wrinkled, and the firewall was buckled. An examination of the airframe revealed no anomalies. An examination of the engine's dual magneto revealed internal corrosion. No other anomalies were noted with the engine. The magneto was bench tested and found operational. ## Factual narrative On June 25, 2004, approximately 1545 central daylight time, a Piper PA-32R-300 single-engine airplane, N49KG, was substantially damaged during a forced landing following a loss of engine power while in cruise climb flight near Dalhart, Texas. The instrument-rated private pilot and three passengers were not injured. The airplane was registered to Oklahoma Liquefied Gas Co., Seminole, Oklahoma, and operated by the pilot. Visual meteorological conditions prevailed, and a instrument flight rules (IFR) flight plan was filed for the 14 Code of Federal Regulations Part 91 personal flight. The cross-country flight departed Raton, New Mexico, at 1335, with a planned destination of Seminole, Oklahoma. The pilot reported that he departed on an IFR flight plan with full fuel from Raton Municipal Airport (RTN), near Raton, New Mexico. While in cruise flight at 10,000 feet msl, air traffic control requested the pilot descend to 9,000 feet or climb to 11,000 feet. The pilot elected to climb to 11,000 feet. At 10,400 feet during cruise climb, the engine lost power. He stated that he switched fuel tanks, advanced the throttle full forward, cycled the magnetos, and turned the boost pump on. The engine still would not start, so the pilot initiated emergency procedures and informed air traffic control that he had to make an emergency landing. The pilot executed a forced landing to a field approximately 20 miles northeast of Dalhart Municipal Airport. According to a Federal Aviation Administration (FAA) Inspector, who responded to the accident site, the aircraft was facing in a southeast direction in a pasture. The left main gear was sheared off of the aircraft. The left wing and right wingtip exhibited structural damage. The fuselage was wrinkled, and the firewall was buckled. The fuel selector was found selected to the left tank. Both fuel tanks contained a bluish color of fuel. A fuel flow divider line was removed, and fuel drained from the line. Fuel streamed from the line when the fuel boost pump was activated. The inspector removed the dual magneto and the drive gear was intact. A review of the maintenance records by the FAA inspector revealed the engine underwent its most recent 100-hour inspection on February 2, 2004, at a total time of 869.15 hours since major overhaul. No anomalies were noted during the inspection. At the time of the accident, the engine had accumulated approximately 917 hours since major overhaul. On July 15, 2004, at the facilities of Air Transport, Phoenix, Arizona, a NTSB investigator examined the airframe and engine. According to the investigator, the propeller was manually rotated; compression was noted to all six cylinders and continuity to the engine accessories was confirmed. Examination of the top spark plugs revealed normal wear and coloration when compared to the Champion AV-27 Check-A-Plug chart. Electrical power was applied to the fuel pump and the pump could be heard operating. A dual magneto timing light was used to test the dual magneto. During the test, the propeller was manually rotated throughout its range several times, and the magneto impulse coupling could be heard clicking; however, the magneto timing light did not indicate an opening of the points. The magneto was retained for further examination. On March 31, 2005, at the facilities of Teledyne Continental Motors, Mobile, Alabama, the magneto was examined under NTSB supervision. The magneto was bench tested and the initial test exhibited a functional right side and a non-functional left side. The harness cover was removed for further examination. An examination of the magneto revealed corrosion in the unit. The harness cover was reversed and the magneto was bench tested with no anomalies. The harness cover was then removed and installed in its original position. The magneto was bench tested again with no anomalies noted during the test. The reason for the loss of engine power was not determined. ## Aircraft - Registration: [N49KG](https://openairdocs.org/deregistered/N49KG-2014-09-22), registration cancelled 2014-09-22, S/N 32R-7780112, built 1977 (OpenAirDocs) - Reported make and model: Piper PA-32R-300 - Registry model: [Piper PA-32R-300](https://openairdocs.org/model/piper-pa-32r-300) (registry code 7103213) (OpenAirDocs) - Registry engine: [Lycoming IO-540 series](https://openairdocs.org/engine/lycoming-io-540-series) (registry code 41530, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 32R-7780112 - Airframe hours: 3705 - Engines: Teledyne Continental IO-540-K1G5D 300 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Operator: Kenneth Green - Registered owner: Oklahoma Liquefied Gas Co. - Airworthiness certificate: Standard, Normal - Last inspection: Annual, February 2, 2004, 48 hours before - Departed: RTN, Raton, NM - Destination: H45, Seminole, OK - Flight plan: IFR ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 54; injuries: none; private; airplane ratings: single-engine land; instrument ratings: airplane; medical: class 3, valid medical--w/ waivers/lim; last flight review March 1, 2004; seat: left; flight hours: 3,000 total, 1,000 in this make and model, 3,000 as pilot in command, 50 in the last 90 days, 25 in the last 30 days, 5 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: 110° at 9 knots, gusting 15 - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 72 °F, dew point 55 °F - Altimeter: 30.15 inHg - Observed at: DHT, 21 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 20040625011239A](https://openairdocs.org/incident/20040625011239A), Jun 25, 2004: Piper PA32R300, Dalhart, TX, Substantial damage. (-23) On June 25, 2004, aircraft N49KG, Piper model pa 32R-300, departed rtn (raton, new Mexico) on an instrument flight rules (IFR) flight to H45 (seminole,… ## Docket (5 files) The files NTSB released with the investigation on June 14, 2005, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=59509. 631 KB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 399 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40438931&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Redacted.PDF - Passenger Statement (item 2, .PDF, 41 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40438934&FileExtension=.PDF&FileName=Passenger%20Statement-Redacted.PDF - NTSB Investigation Statements (item 3, .PDF, 69 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40230997&FileExtension=.PDF&FileName=NTSB%20Investigation%20Statements-Master.PDF - FAA Inspector Statement (item 4, .PDF, 67 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40438932&FileExtension=.PDF&FileName=FAA%20Inspector%20Statement-Redacted.PDF - Excerpt of Engine Logbook (item 5, .PDF, 55 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40438933&FileExtension=.PDF&FileName=Excerpt%20of%20Engine%20Logbook-Redacted.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.