ERA13FA256

A total loss of engine power due to oil starvation for reasons that could not be determined due to extensive postcrash fire and heat damage to the engine components.

A review of air traffic control information revealed that, during the cross-county flight, the pilot requested clearance for a precautionary landing at a nearby airport due to a low oil pressure indication. Shortly after the flight was cleared for landing, the pilot reported that the engine had lost total power. The pilot advised the air traffic controller that he could not make it to the airport and requested to land at a military base that was closer to his current position. The pilot was cleared to land at the military base; however, he never established radio contact with the military base tower. The airplane crashed about 0.8 mile northeast of the base in a heavily wooded swamp, and a postcrash fire ensued. An examination of the engine revealed that the crankcase was fractured in the areas of the Nos. 4, 5, and 6 cylinders, that the camshaft was fractured, and that the Nos. 4, 5, and 6 connecting rods were separated from the crankshaft. The Nos. 1 and 2 connecting rod bearings and the Nos. 2 and 3 main bearings exhibited wiping, scoring, and extrusion signatures consistent with oil starvation. Although review of maintenance records revealed that Federal Aviation Administration airworthiness directives for the replacement of the oil cooler hose and the oil filter converter plate gasket were not accomplished, extensive postcrash fire and heat damage to the engine components precluded a determination of the cause of the oil starvation.

HISTORY OF FLIGHT On May 27, 2013, about 1805 eastern daylight time, a Piper PA-32R-300, N4489F, was destroyed following a collision with terrain while on approach to the Middle Georgia Regional Airport (MCN), Macon, Georgia. The airline transport pilot and pilot-rated passenger were fatally injured. The airplane was registered to a corporation and was operated by the pilot under the provisions of 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions prevailed and an instrument flight rules flight plan was filed for the flight that departed Apalachicola Regional Airport (AAF), Apalachicola, Florida, destined for Greenville Downtown Airport (GMU), Greenville, South Carolina. A review of the Federal Aviation Administration (FAA) air traffic control (ATC) transcription revealed that the pilot requested to make a precautionary landing at MCN due to a low oil pressure indication. The controller issued a clearance to MCN airport, assigned a 360 degree heading for a modified left base for a visual approach (VA) to runway 23 and cleared the aircraft to 3,000 feet. The controller advised the pilot to expect a VA to runway 23 and issued both the wind and altimeter settings. Personnel at Robins Air Force Base (WRB), Warner Robins, Georgia, were also advised of the airplane's position and the request to transition WRB airspace for landing at MCN, which was approved. After the pilot reported MCN in sight and as the flight was approximately 5 miles south of MCN, the controller cleared pilot for the VA to runway 23. Before switching the aircraft to MCN tower, the controller offered further assistance, to which the pilot replied, "not at this time." On initial contact with MCN, the pilot advised that his engine had lost all power and he was not going to make it to runway 23. The MCN local controller (LC) offered runway 31 for a straight in approach; however, the pilot requested landing on runway 15 at WRB. The MCN LC coordinated with WRB and advised the pilot to contact WRB tower. The pilot never established communication with WRB and the airplane crashed approximately 0.8 mile northeast of WRB, which was 3 miles southeast of MCN. Smoke was seen from WRB tower and verified by an airborne aircraft that was in the vicinity of the accident airplane. PERSONNEL INFORMATION The pilot, age 58, held an airline transport pilot certificate for airplane single-engine land, airplane multiengine land, and instrument airplane ratings; flight instructor, airplane single engine with a rating for instrument airplane. The pilot reported his total flight experience as 10,050 hours, including 120 hours in last six months on his FAA medical certificate application, dated August 17, 2004. At that time, the pilot was issued a second class limited medical certificate with waivers for corrective lenses. The pilot's flight logbook was not available for review. AIRCRAFT INFORMATION The four-seat, low-wing airplane, serial number 32R-7680452, was manufactured in 1976. It was powered by a Lycoming model IO-540-K1G5D, 300-hp engine equipped with Hartzell HC-C3AYR-1RF three bladed propeller. A review of copies of maintenance logbook records showed an annual inspection was completed on August 16, 2012, at a recorded engine tachometer time of 1750.7 hours and a total airframe time of 5917.8 hours. A review of FAA Airworthiness Directive (AD) compliance records revealed that AD 95-26-13, oil cooler hose replacement, was complied with on May 11, 2006, and on the last annual inspection that was complied with, this AD was 354.3 hours overdue and not accomplished. Upon further review of the engine overhaul AD compliance log, it revealed that AD 02-12-07, oil filter converter plate gasket, was complied with on April 22, 2002. The AD was not effective until July 03, 2002, and the engine overhaul log did not show that this AD was accomplished at that time and there was no record in any log book showing that it was accomplished. METEOROLOGICAL INFORMATION The recorded weather at the WRB, at an elevation of 294 feet, revealed that at 1758, conditions included wind from 150 degrees at 4 knots, clear sky, temperature 30 degrees Celsius (C), dew point 17 degrees C, and altimeter setting 30.12 inches of mercury. WRECKAGE AND IMPACT INFORMATION The wreckage was located about .8 miles north of the runway 15 threshold, in a heavily wooded swamp. The airplane came to rest upright at the base of a stump, in a flat attitude, on a course of about 275 degrees. The cockpit, forward cabin, and left wing were damaged by a post-crash fire. No tree strikes were observed south of the main wreckage and all flight control surfaces were located within the wreckage area. An examination of the cockpit section revealed that the rudder pedal assembly separated from the structure and sustained fire damage. Both rudder cable attachment levers were broken from the tube at the weld point. One rudder cable with the attached lever was recovered with the wreckage and the second cable and lever was not located. The control column assembly separated from the aircraft and was fire damaged. Both control wheel assemblies remained attached to the upper tee bar section. The tee bar assembly sustained impact damage. The aileron chains were not attached to the sprockets. The forward aileron cables and chain assemblies were imbedded within the molten metal of the fire-damaged cockpit. The lower tee bar section separated from the upper bar assembly. Both stabilator cables remained attached to the lower tee bar assembly. Both cables were cut about 2 feet from their attachment points on the bar assembly for recovery. The fuel selector valve assembly separated from the fuselage structure and sustained fire damage. The fuel bowl was fire damaged and no fuel was present. The valve was observed to be in the right fuel tank position, but was not in its detent. The nose landing gear assembly remained partially attached to the engine mount assembly. The lower gear assembly separated from the upper strut housing. The position of the nose landing gear could not be determined due to impact and fire damage. An examination of the left wing revealed that it was separated from the fuselage at the wing root. The wing broke into two sections between the flap and aileron surfaces. The wing sustained post-crash fire damage mainly to the outboard side of the outboard fuel tank out to the tip. The fuel cap remained attached to the outboard fuel tank. The inboard fuel tank separated from the wing and was destroyed by fire. The aileron surface remained attached to the wing by its inboard hinge. No fire damage was noted on the aileron surface. The aileron cables remained attached to the aileron bellcrank assembly. The bellcrank remained attached to the wing and was undamaged. The aileron cables exhibited overload type separation in the wing root area. The flap surface remained attached to the wing. The surface revealed impact damage and the position of the flap could not be determined due to separation of the flap torque tube assembly. The left main landing gear assembly remained attached to the wing and was in the retracted position. An examination of the right wing revealed that is was separated from the fuselage at the wing root. The wing was partially consumed by the post-crash fire. Both fuel tanks were fire damaged and destroyed. The outboard fuel tank cap remained attached to the tank. The flap surface remained attached to the wing but it sustained impact and fire damage. The position of the flap could not be determined due to separation of the flap torque tube assembly. The aileron surface separated from the wing and was impact damaged. The aileron did not exhibit fire damage. The aileron cables remained attached to the aileron bellcrank assembly. The bellcrank separated from the wing and both arms of the bellcrank were bent. The aileron cables exhib