# NTSB NYC06LA185: Piper PA-32R-300, N43945, Blacksburg, VA, July 27, 2006 - Type: NTSB accident investigation - Classification: Accident · Serious injuries · Limited investigation · Final report - Date: July 27, 2006, 16:04 local (20:04 UTC) - Place: Blacksburg, VA - Coordinates: 37.207778, -80.407775 - Nearby events: https://openairdocs.org/map.md?lat=37.2078&lon=-80.4078&mi=10 - Phase of flight: [Initial climb](https://openairdocs.org/ntsb-phases/350) (OpenAirDocs' grouping) - Highest injury: Serious injuries - Injuries: 1 serious, 1 minor - Status: Completed, report July 25, 2007 - Report: Approved by Office Director - Parties: FAA/FSDO - NTSB case key (mKey): 64204 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=NYC06LA185 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/64204/pdf - Page: https://openairdocs.org/ntsb/NYC06LA185 ## Probable cause A partial loss of engine power for undetermined reasons, which resulted in a forced landing after takeoff, and subsequent collision with trees. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Loss of engine power, takeoff - initial climb - reason for occurrence undetermined (cause) - Forced landing, emergency landing after takeoff - On ground/water collision with object, emergency landing after takeoff - object - tree(s) ## Analysis The airplane was completely fueled earlier during the day, and completed one flight uneventfully. The airplane departed on runway 30 for a return flight to the pilot's home airport. About 200 feet agl, the engine began to run rough and lost partial power. The electric fuel pump was already on, and the pilot switched fuel tanks, but the engine continued to run rough. The pilot initially flew a left hand traffic pattern for runway 30; however, he subsequently did not think the airplane would reach that runway. The pilot then performed a forced landing to a closed runway oriented about 070 degrees. The airplane touched down near the end of the runway, traveled over a grassy area, and struck trees. Examination of the wreckage revealed that the flaps were in the retracted position. The left wing fuel tank was compromised during the impact. The right wing fuel tank remained intact, and was approximately 1/4-full. In addition, fuel was present in the fuel manifold. The fuel selector was found positioned toward the left tank position, but not in the detent. Further examination of the wreckage revealed that the number six exhaust valve pushrod was bent, possibly during recovery of the airplane. Examination of the engine, including the number six cylinder exhaust valve, did not reveal any preimpact mechanical malfunctions. The airplane's most recent annual inspection was performed about 20 days prior to the accident, and the airplane had accumulated approximately 3 hours of operation since the inspection. ## Factual narrative On July 27, 2006, at 1604 eastern daylight time, a Piper PA-32R-300, N43945, was substantially damaged during a forced landing and impact with trees, after experiencing a loss of engine power during takeoff from Virginia Tech/Montgomery Executive Airport (BCB), Blacksburg, Virginia. The certificated commercial pilot was seriously injured, and the passenger sustained minor injuries. Visual meteorological conditions prevailed for the flight destined to Tappahannock Municipal Airport (W79), Tappahannock, Virginia. An instrument flight rules flight plan had been filed for the personal flight conducted under 14 CFR Part 91. According to the pilot's written statement, earlier that day, the airplane was completely fueled. The pilot and two passengers flew uneventfully from W79 to BCB, and dropped off one passenger. After approximately 10 minutes on the ground, the pilot and remaining passenger departed on runway 30 for a return flight to W79. About 200 feet agl, the engine began to run rough and lost partial power. The electric fuel pump was already on, and the pilot switched fuel tanks, but the engine continued to run rough. The pilot initially flew a left hand traffic pattern for runway 30; however, he subsequently did not think the airplane would reach that runway. The pilot then performed a forced landing to a closed runway oriented about 070 degrees. The airplane touched down near the end of the runway, traveled over a grassy area, and struck trees. The pilot further stated that he had to fly over parked airplanes on the closed runway, before he could touch down at the end of the runway. On site examination of the airplane by a Federal Aviation Administration (FAA) inspector revealed that the flaps were in the retracted position. The inspector further stated that the runway and grassy area was approximately 5,000 feet long, with trees at the end. He observed that the left wing fuel tank was compromised during the impact. The right wing fuel tank remained intact, and was approximately 1/4-full. The FAA inspector also noted that the fuel selector was found positioned toward the left tank position, but not all the way in the left detent. The FAA inspector did observe fuel in the fuel manifold. After the airplane was recovered, the FAA inspector was able to rotate the propeller by hand, and obtained camshaft, crankshaft, and valve train continuity. He also attained thumb compression on all cylinders, and noted rotation through the accessory section to both magnetos. The FAA inspector observed that the number six exhaust valve pushrod was bent; however, it was possible the pushrod bent during the airplane's recovery. He then removed the number six cylinder and exhaust valve (spring, lifter, keeper, etc.), and did not observe any discrepancies with the valve. The airplane's most recent annual inspection was performed on July 7, 2006. At that time, the airplane had accumulated 4,460.8 hours of operation. The airplane had accumulated approximately 3 hours of operation since the annual inspection. The reported weather at BCB, at 1600, was: wind from 260 degrees at 5 knots; visibility 10 miles; sky clear; temperature 82 degrees F; dew point 66 degrees F; altimeter 30.15 inches Hg. ## Aircraft - Registration: [N43945](https://openairdocs.org/deregistered/N43945-2007-11-29), registration cancelled 2007-11-29, S/N 32R-7780531, 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: 7780531 - Airframe hours: 4461 - Engines: Lycoming IO-540 300 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Operator: Linwood E Wadsworth - Registered owner: Lews Flying Service - Airworthiness certificate: Standard, Normal - Last inspection: Annual, July 1, 2006, 3 hours before - Departed: BCB, Blacksburg, VA - Destination: W79, Tappahannock, VA - Flight plan: IFR - Airport: BCB, Virginia Tech/Montgomery Execu, runway 07, 5,000 × 100 ft, grass/turf ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 58; injuries: serious; commercial; airplane ratings: multi-engine land, single-engine land; instrument ratings: airplane; medical: class 3, with waivers/limitations; last flight review November 1, 2005; seat: left; flight hours: 2,500 total, 350 in this make and model, 2,500 as pilot in command, 57 in the last 90 days, 18 in the last 30 days, 0 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: 260° at 5 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 82 °F, dew point 66 °F - Altimeter: 30.14 inHg - Observed at: BCB 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.