# NTSB SEA05LA170: Piper PA-24-250, N6677P, Challis, ID, August 13, 2005 - Type: NTSB accident investigation - Classification: Accident · Serious injuries · Limited investigation · Final report - Date: August 13, 2005, 10:30 local (16:30 UTC) - Place: Challis, ID - Coordinates: 44.523056, -114.217498 - Nearby events: https://openairdocs.org/map.md?lat=44.5231&lon=-114.2175&mi=10 - Phase of flight: [Enroute](https://openairdocs.org/ntsb-phases/400) (OpenAirDocs' grouping) - Highest injury: Serious injuries - Injuries: 2 serious - Status: Completed, report March 28, 2006 - Report: Approved by Office Director - Parties: FAA FSDO, Textron Lycoming, The New Piper Aircraft Company - NTSB case key (mKey): 62215 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=SEA05LA170 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/62215/pdf - Page: https://openairdocs.org/ntsb/SEA05LA170 ## Probable cause The installation of an improper oil gasket by maintenance personnel, which resulted in a loss of engine oil and subsequent loss of engine power during the emergency descent. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Airframe/component/system failure/malfunction, climb - to cruise - maintenance,overhaul - improper, other maintenance personnel (cause) - lubricating system,oil gasket - incorrect (cause) - Loss of engine power(partial) - mech failure/malf, landing - lubricating system,oil gasket - failure (cause) - fluid,oil - loss,total (cause) - Forced landing, emergency descent/landing - Hard landing, emergency landing - terrain condition - ground ## Analysis The pilot reported that shortly after takeoff, the propeller RPM became erratic and uncontrollable and he elected to return to the airport. He reported that during the descent, the airplane developed a rough running engine and eventually lost power resulting in an off airport landing. Preliminary external examination of the assembly revealed a large hole in the engines crankcase, adjacent to the number four cylinder assembly. The number four piston rod was fractured and extensive heat distress, deformation and discoloration was noted to both the number three and number four piston assemblies. A representative from Textron Lycoming reported that this type of damage is indicative of oil depravation. Further examination of the engine assembly revealed that the hydraulic pump adapter pad cover gasket was protruding from between the accessory mounting pad and its associated cover. A section of the gasket separated and was displaced from its installed position. The FAA Airworthiness Inspector overseeing the examination reported that the installed gasket was intended to be used in conjunction with a hydraulic pump, if applicable, however, this particular engine configuration does not utilize a hydraulic pump, and therefore a hydraulic pump adapter pad gasket should have been installed. Personnel at the Challis airport reported that a large puddle of oil was found in the run-up area following the airplane's pre takeoff run-up and departure. ## Factual narrative On August 13, 2005, about 1030 mountain daylight time, a Piper PA-24-250 Comanche, N6677P, sustained substantial damage following a loss of engine power and off airport forced landing near the Challis Airport (LLJ), Challis, Idaho. The airplane is owned by the pilot and was being operated as a visual flight rules (VFR) personal/pleasure flight under the provisions of 14, CFR Part 91, when the accident occurred. The private pilot and passenger received serious injuries. Visual meteorological conditions prevailed, and no flight plan was filed for the flight that originated at Challis approximately 3 minutes prior to the accident. The pilot's intended destination was Mackay, Idaho. During a telephone conversation with the National Transportation Safety Board IIC on August 15, the pilot reported that shortly after takeoff from runway 34, the propeller RPM became erratic and uncontrollable and he elected to return to Challis. He reported that during the descent into Challis the airplane developed a rough running engine and eventually lost power. The pilot stated that he landed in a hay field, short of runway (16), resulting in substantial damage. Personnel at the Challis airport reported that a large puddle of oil was found in the run-up area following the airplane's pre takeoff run-up and departure. The airplane was equipped with a Lycoming O-540-A1C5 engine. Examination of the engine's maintenance records revealed that the engine had been overhauled and inspected on July 13, 2004, subsequent to a "prop strike." The records indicated that the "tach time" at overhaul was 255.6 hours, approximately 35.2 hours prior to the accident. Additional maintenance records for this accident can be found in the public docket. On August 25, representatives from the Federal Aviation Administrations Boise, Idaho, Flight Standards District Office, (FSDO), Textron Lycoming and The New Piper Aircraft Company performed an engine examination and teardown. Preliminary external examination of the assembly revealed a large hole in the engines crankcase, adjacent to the number four cylinder assembly. The number four piston rod was fractured and extensive heat distress, deformation and discoloration was noted to both the number three and number four piston assemblies. The representative from Textron Lycoming reported that this type of damage is indicative of oil depravation. Further examination of the engine assembly revealed that the hydraulic pump adapter pad cover gasket was protruding from between the accessory mounting pad and its associated cover (part number 89106). A section of the gasket (part number 68315) separated and was displaced from its installed position. The FAA Airworthiness Inspector overseeing the examination reported that the installed gasket (Part number 68315) was intended to be used in conjunction with a hydraulic pump, if applicable, however, this particular engine configuration does not utilize a hydraulic pump, and therefore a hydraulic pump adapter pad gasket (part number 69551) should have been installed. The Lycoming O-540-A series Parts Catalog illustrates the use of gasket number 69551 when utilizing the hydraulic pump adapter pad cover. ## Aircraft - Registration: [N6677P](https://openairdocs.org/deregistered/N6677P-2013-08-27), registration cancelled 2013-08-27, S/N 24-1801, built 1960 (OpenAirDocs) - Reported make and model: Piper PA-24-250 - Registry model: [Piper PA-24-250](https://openairdocs.org/model/piper-pa-24-250) (registry code 7102404) (OpenAirDocs) - Registry engine: [Lycoming 0-540 series](https://openairdocs.org/engine/lycoming-0-540-series) (registry code 41532, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 24-1801 - Airframe hours: 4571 - Engines: Lycoming O-540 250 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Registered owner: Christopher James Trust - Airworthiness certificate: Standard, Normal - Last inspection: Annual, August 1, 2004, 35 hours before - Departed: KLLJ, Challis, ID - Destination: U62, MACKAY, ID - Airport: U15, Challis, runway 34, 4,600 × 60 ft, asphalt ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 59; injuries: serious; private; airplane ratings: single-engine land; instrument ratings: airplane; medical: class 3, with waivers/limitations; last flight review February 1, 2005; seat: left; flight hours: 328 total, 62 in this make and model, 267 as pilot in command, 6 in the last 90 days, 3 in the last 30 days ## Weather - Conditions: Visual (VMC), Day - Wind: 30° at 7 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 61 °F, dew point 39 °F - Altimeter: 30.12 inHg - Observed at: KLLJ, 1 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 20050813018279A](https://openairdocs.org/incident/20050813018279A), Aug 13, 2005: Piper PA24250, Challis, ID, Substantial damage. (-23) Shortly after take off, the pilot noticed the propeller had gone too high speed and he could not control it. He decided to turn around and land back at… 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.