# NTSB WPR13LA275: Piper PA-28-181, N9160Q, Waihee-Waiehu, HI, June 17, 2013 - Type: NTSB accident investigation - Classification: Accident · No injuries · Limited investigation · Final report - Date: June 16, 2013, 16:20 local (Jun 17, 2013, 02:20 UTC) - Place: Waihee-Waiehu, HI - Coordinates: 20.898611, -156.430282 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=20.8986&lon=-156.4303&mi=10 - Phase of flight: [Enroute](https://openairdocs.org/ntsb-phases/400) (OpenAirDocs' grouping) - Defining event: [Enroute-cruise: Loss of engine power (total)](https://openairdocs.org/ntsb-events/341) - Highest injury: No injuries - Injuries: 4 uninjured - Status: Completed, report February 10, 2014 - Report: Approved by Office Director - NTSB office: Western Pacific Region - Parties: Federal Aviation Administration - NTSB case key (mKey): 87216 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=WPR13LA275 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/87216/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=87216 - Page: https://openairdocs.org/ntsb/WPR13LA275 ## Probable cause The loss of engine power for reasons that could not be determined because postaccident examination did not reveal any anomalies due to saltwater immersion. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Not determined](https://openairdocs.org/ntsb-findings/05000000): Not determined › Not determined · Unknown/Not determined (probable cause); cases with it: [Piper PA-28-181, 8 cases](https://openairdocs.org/ntsb-findings/05000000/cases.md?model=7102807), [All aircraft, 2,247 cases](https://openairdocs.org/ntsb-findings/05000000/cases.md) - [Engine (reciprocating)](https://openairdocs.org/ntsb-findings/01058500): Aircraft › Aircraft power plant · Malfunction; cases with it: [Piper PA-28-181, 3 cases](https://openairdocs.org/ntsb-findings/01058500/cases.md?model=7102807), [All aircraft, 497 cases](https://openairdocs.org/ntsb-findings/01058500/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Enroute-cruise: Loss of engine power (partial)](https://openairdocs.org/ntsb-events/342); cases with it: [Piper PA-28-181, 9 cases](https://openairdocs.org/ntsb-events/342/sequence.md?model=7102807), [All aircraft, 1,858 cases](https://openairdocs.org/ntsb-events/342/sequence.md) - [Enroute-cruise: Loss of engine power (total)](https://openairdocs.org/ntsb-events/341) (defining event); cases with it: [Piper PA-28-181, 26 cases](https://openairdocs.org/ntsb-events/341/sequence.md?model=7102807), [All aircraft, 3,820 cases](https://openairdocs.org/ntsb-events/341/sequence.md) - [Landing: Off-field or emergency landing](https://openairdocs.org/ntsb-events/440); cases with it: [Piper PA-28-181, 23 cases](https://openairdocs.org/ntsb-events/440/sequence.md?model=7102807), [All aircraft, 3,365 cases](https://openairdocs.org/ntsb-events/440/sequence.md) - [Landing: Collision with terr/obj (non-CFIT) ](https://openairdocs.org/ntsb-events/470); cases with it: [Piper PA-28-181, 70 cases](https://openairdocs.org/ntsb-events/470/sequence.md?model=7102807), [All aircraft, 10,189 cases](https://openairdocs.org/ntsb-events/470/sequence.md) ## Analysis During a cross-country flight, the pilot noticed that the engine had begun running roughly; he then performed a series of troubleshooting procedures, which corrected the problem. About 5 to 10 minutes later, the engine began running roughly again, and the pilot performed the troubleshooting procedures a second time. Shortly thereafter, the pilot noticed that the engine rpm was fluctuating between 1,500 and 2,450 and that the airplane would not maintain altitude. The pilot initiated a forced landing to a field, and, during the landing roll, the airplane struck bushes and trees before it came to rest in a nose-low position. During the recovery of the airplane using a helicopter long-line operation, the wreckage began to spin. The helicopter pilot jettisoned the external load cable attached to the airplane. Subsequently, the wreckage descended and impacted water just offshore from the accident site. The engine and one wing were recovered from the water about 2 days later. Postaccident examination of the recovered engine revealed signatures consistent with salt water submersion and severe corrosion. The saltwater immersion destroyed much of the evidence, and the reason for the loss of engine power could not be determined. ## Factual narrative On June 16, 2013, about 1620 Hawaiian standard time, a Piper PA-28-181, N9160Q, was substantially damaged during an off-airport landing following a reported loss of engine power near Waihee-Waiehu, Hawaii. The airplane was registered to Mokulele Iki LLC., Kihei, Hawaii, and operated by the pilot under the provisions of Title 14 Code of Federal Regulations Part 91. The commercial pilot and his three passengers were not injured. Visual meteorological conditions prevailed and no flight plan was filed for the personal cross-country flight which originated from Honolulu, Hawaii, at 1530, with an intended destination of Kahului Airport, Kahului, Hawaii. The pilot reported to the National Transportation Safety Board (NTSB) investigator-in-charge (IIC) that while in cruise flight about 1,500 feet mean sea level, he noticed a slight hesitation in the engine. The pilot switched fuel tanks and verified the magneto and fuel selector positions. About 5 to 10 minutes later, the pilot noticed a second hesitation in the engine and performed the troubleshooting procedures a second time. Shortly thereafter, the engine began to run rough. The pilot noticed that the engine revolutions per minute (RPM) was fluctuating between 1,500 and 2,450, and the airplane would not maintain altitude. He initiated a forced landing to an open area, and during the landing roll the airplane struck various bushes and trees, before it came to rest in a nose low position. Examination of the airplane by a Federal Aviation Administration inspector revealed that the left wing and fuselage were structurally damaged. An unmeasured amount of fuel was located in both wing fuel tanks. The airplane was recovered to a secure location for further examination. A representative from the insurance company reported that during the wreckage recovery process, a Bell 206 helicopter was moving it from the accident site to the airport via an external long line operation. During the flight, the wreckage started spinning; the pilot jettisoned the external load cable attached to the airplane. Subsequently, the wreckage descended and impacted the water of the Pacific Ocean, just offshore from the accident site. The engine and one wing were recovered from the ocean waters about 2 days later. Examination of the Lycoming O-360-A4M, serial number L-31892-36A, by the NTSB IIC revealed that the engine remained attached to the engine mount structure; however, the mount structure was separated from the firewall. No evidence of any catastrophic mechanical malfunction was observed to the crankcase. All accessories remained attached to their respective mounts. The left and right magnetos, carburetor, vacuum pump, alternator, rocker box covers, exhaust, and top spark plugs were removed. The exhaust ports of each cylinder contained salt/sea water and sand-like material. The crankshaft would not rotate by hand using the propeller. The top spark plugs were wet and contained sand/dirt material. The left and right magnetodrive shafts would not rotate by hand. Both magnetos exhibited severe corrosion. The carburetor exhibited severe corrosion. The mixture and throttle arms would not move by hand. The carburetor was disassembled. The interior of the float bowl exhibited white and green sludge-like substance, consistent with having been submerged in salt water. Both floats were intact and not damaged. The fuel screen was clogged with sand-like debris. Examination of the recovered engine revealed signatures consistent with salt water submersion. The reason for the loss of engine power was not determined. ## Aircraft - Registration: [N9160Q](https://openairdocs.org/deregistered/N9160Q-2018-03-08), registration cancelled 2018-03-08, S/N 2890103, built 1989 (OpenAirDocs) - Reported make and model: PIPER PA-28-181 - Registry model: [Piper PA-28-181](https://openairdocs.org/model/piper-pa-28-181) (registry code 7102807) (OpenAirDocs) - Registry engine: [Lycoming O&VO-360 series](https://openairdocs.org/engine/lycoming-o-vo-360-series) (registry code 41514, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 2890103 - Airframe hours: 1705 - Engines: LYCOMING O&VO-360 SER 180 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Airworthiness certificate: Standard, Normal - Last inspection: Annual, June 1, 2013, 13 hours before - Departed: Honolulu, HI - Destination: Kahului, HI ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 49; injuries: none; commercial; airplane ratings: multi-engine land, single-engine land; instrument ratings: airplane; medical: class 2, without waivers/limitations; last flight review December 2, 2011; seat: left; restraint: 3-point; flight hours: 2,148 total, 400 in this make and model, 2,022 as pilot in command, 10 in the last 90 days, 4 in the last 30 days ## Weather - Conditions: Visual (VMC), Day - Wind: 70° at 16 knots, gusting 28 - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 86 °F, dew point 64 °F - Altimeter: 29.93 inHg - Observed at: PHOG, 4 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 20130616012939A](https://openairdocs.org/incident/20130616012939A), Jun 16, 2013: Piper PA-28-181, Waiehu, HI, Destroyed. Left fuel tank no fuel. Right fuel tank had trace of fuel. No fuel drain when the engine petcock valve was opened. ## Docket (9 files) The files NTSB released with the investigation on December 12, 2013, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=87216. 24.8 MB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 1.4 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40406408&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Redacted.PDF - NTSB Engine Examination Summary (item 2, .PDF, 67 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40404462&FileExtension=.PDF&FileName=NTSB%20Engine%20Examination%20Summary-Master.PDF - Release of Aircraft Wreckage, NTSB Form 6120.15 (item 3, .PDF, 67 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40404463&FileExtension=.PDF&FileName=Release%20of%20Aircraft%20Wreckage,%20NTSB%20Form%206120.15-Redacted.PDF - Photo 1: View of the main wreckage. Courtesy of local law enforcement. (item 4, .PDF, 5.3 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40404464&FileExtension=.PDF&FileName=Photo%201%3A%20View%20of%20the%20main%20wreckage.%20%20Courtesy%20of%20local%20law%20enforcement.-Master.PDF - Photo 2: View of the recovered wreckage. (item 5, .PDF, 3.1 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40404465&FileExtension=.PDF&FileName=Photo%202%3A%20View%20of%20the%20recovered%20wreckage.-Master.PDF - Photo 3: View of the recovered engine. (item 6, .PDF, 4.6 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40404466&FileExtension=.PDF&FileName=Photo%203%3A%20View%20of%20the%20recovered%20engine.-Master.PDF - Photo 4: View of the Cylinder 2 and 4 side of the engine. (item 7, .PDF, 3.4 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40404467&FileExtension=.PDF&FileName=Photo%204%3A%20View%20of%20the%20Cylinder%202%20and%204%20side%20of%20the%20engine.-Master.PDF - Photo 5: View of the carburetor. (item 8, .PDF, 2.7 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40404468&FileExtension=.PDF&FileName=Photo%205%3A%20View%20of%20the%20carburetor.-Master.PDF - Photo 6: View of the top spark plugs. (item 9, .PDF, 4.1 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40404469&FileExtension=.PDF&FileName=Photo%206%3A%20View%20of%20the%20top%20spark%20plugs.-Master.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.