WPR12LA015

A loss of engine power while maneuvering for reasons that could not be determined because postaccident examination did not reveal any anomalies that would have precluded normal operation.

The pilot reported that when he was established inbound on the second instrument approach, after missing the first one, the engine began to make a sound similar to fuel starvation. The pilot checked to ensure that the mixture was at full rich and turned on the fuel pump, but there was no change in the sound of the engine. He then switched fuel tanks, but there was still no change, and the airplane was losing altitude. The pilot stated that he had the throttle at full forward but that the engine was not making full power. He subsequently made a forced landing to an open field. During the postaccident examination, downloaded data from the airplane’s multi-function display (MFD) revealed that when he began the missed approach at 04:01:00, the pilot did not return the engine mixture to a full rich condition; the climb back to 6,000 feet was performed at a setting less than full rich. The data indicated that at 04:06:00, the engine was making full power; however, the fuel flow was at a very lean setting. The data further indicated that the cylinder head temperature (CHT) and the Turbine Inlet Temperature (TIT) were elevated. One of these two elevated temperatures likely tripped a red annunciator on the panel, prompting the pilot to go to the full rich condition at 04:06:30. When the pilot was leveling off, the CHTs started a steady drop along with the oil temperature. The TIT immediately dropped to a more normal value when the pilot advanced the mixture to full rich. At 04:09:30, the manifold pressure dropped, which indicated that the pilot closed the throttle. At 04:10:15, the data revealed that the airplane began a relatively normal descent, and that the MAP continued to decrease in steps. About 2 minutes later, or about 1 minute 45 seconds prior to the end of the data, the descent rate increased to about 1,800 feet per minute and remained there until the end of the data. At this time the MAP indicated that the throttle was closed or nearly closed. Data for MAP and TIT are consistent with the engine running with the throttle closed, or nearly closed, throughout the final descent until the data ended at 04:14:06. Accordingly, the MFD data did not reveal any evidence of a powerplant-related failure. Postaccident testing and examination of fuel samples revealed that two out-of-range results were noted, consistent with aged fuel. The postaccident examination also revealed that spark plug coloration was indicative of an even distribution of fuel to each cylinder and that there was no indication during the examination of a clogged fuel nozzle. Additionally, MFD data did not support the presence of a plugged fuel nozzle during the accident flight. Therefore, the investigation could not definitively determine if the condition of the fuel was contributory to the partial loss of power. During the postaccident examination, the engine was run successfully and no mechanical anomalies or failures were noted that would have precluded normal operation; the loss of engine power could not be duplicated.

HISTORY OF FLIGHT On October 21, 2011, about 0415 Pacific daylight time (PDT), N422HP, a Piper PA-46R-350T airplane, sustained substantial damage as a result of a forced landing following a loss of engine power near Paso Robles Municipal Airport (PRB), Paso Robles, California. The pilot, the sole occupant of the airplane, suffered minor injuries. The airplane is registered to Central Valley Mortgage Services of Porterville, California. The cross-country business flight was being operated in accordance with Title 14 Code of Federal Regulations (CFR) Part 91, and an instrument flight rules (IFR) flight plan was filed and activated. The flight departed the Porterville Municipal Airport (PTV), Porterville, California about 0300, with PRB as its destination. In a written report submitted to the National Transportation Safety Board investigator-in-charge (IIC), the pilot reported that after missing the first instrument approach he was cleared by air traffic approach control for a second approach. The pilot stated that when he was on course [inbound] the engine began to make a sound similar to that of fuel starvation. The pilot further stated that he made sure that the fuel mixture was “full rich” and turned on the fuel pump, but there was no change in the sound coming from the engine. The pilot reported that he then changed fuel tanks but there was still no change in the engine sound, and as he was losing altitude fast he needed to set up for a glassy water [type] landing due to the fog, the dark night condition, and the hilly terrain. The pilot stated that he now had the throttle full forward, and while the engine was running it was not making full power. The airplane subsequently impacted an open field in the landing configuration, coming to rest in an upright position. An onsite postaccident examination performed by a Federal Aviation Administration (FAA) aviation safety inspector revealed that the airplane sustained substantial damage to both wings. It was also revealed that both main landing gear and the flaps were extended and that the nose landing gear was bent aft from the extended position. There was no observable damage to the empennage. The airplane was recovered to a secured location for further examination. PERSONNEL INFORMATION The pilot, age 65, held an airline transport pilot certificate. He possessed ratings for airplane single-engine land and sea, airplane multiengine land and sea, and instrument airplane. The pilot also held a flight instructor certificate for airplane single-engine, multiengine, and instrument airplane. The pilot reported a total time of 32,476.7 total hours of flight time, 23,061.7 hours in single-engine airplanes, and 9,415 hour in multiengine airplanes. The pilot reported 243.9 hours flown in the past 90 days, 109 hours in the last 30 days, and 4.1 hours in the last 24 hours. The pilot reported 420 hours in the make and model as the accident airplane, with 75.3 hours as an instructor in make and model. His most recent flight review was conducted on September 21, 2010. The pilot held a second-class medical certificate issued on July 29, 2011, with the restriction that he “must have glasses available for near vision.” AIRCRAFT INFORMATION The 2009 fixed wing single-engine airplane, serial number 4692122, received a FAA airworthiness certificate on May 29, 2009. The airplane was equipped with a Lycoming TIO-540-AE2A , turbocharged, fuel injected, reciprocating engine, serial number L-13354-61A, and was rated at 350 horsepower. The engine was equipped with a composite three-blade Hartzell constant speed propeller. A review of aircraft maintenance records indicated that the most recent annual inspection was performed on May 4, 2011, at a total aircraft time of 281.1 hours. A review of the engine logbooks revealed that a left magneto, part number 6363, serial number 09020514, was removed and reinstalled after repairs had been completed by Ly-Con Rebuilding Co. of Visalia, California, on October 18, 2011, at a total aircraft time of 336.6 hours. The airplane was equipped with an Avidyne Flightmax Entegra EX5000 R8.1 Multi-function Display unit (MFD). The engine page provides the pilot with engine parameters depicted on simulated gauges and electrical system parameters located in dedicated regions within the MFD display. The most recent fueling of the airplane was recorded to have taken place at the Visalia Municipal Airport, Visalia, California, on October 7, 2011, two weeks prior to the accident. At that time the airplane was topped off with 69.4 gallons of 100LL aviation fuel. The only flight reported to have taken place during the two week period preceding the accident flight was the reposition flight from Visalia to Porterville, a distance of about 23 nautical miles. METEOROLOGICAL INFORMATION At 0403, the PRB weather reporting facility located about 3 nautical miles (nm) south of the accident site reported wind 310 degrees at 6 knots, visibility 1 ¾ miles, mist, overcast clouds at 200 feet mean sea level (msl), temperature 12 degrees Celsius (C), dew point 11 degrees C, and an altimeter setting of 30.08 inches of mercury. At 0414, the PRB weather reporting facility indicated wind 300 degrees at 4 knots, visibility 2 ½ miles, mist, overcast clouds at 200 feet msl, temperature 12 degrees C, dew point 11 degrees C, and an altimeter setting of 30.09 inches of mercury. WRECKAGE AND IMPACT INFORMATION The airplane came to rest upright in an open field surrounded by gentle rolling terrain about 3.07 nm north and slightly west of the extended centerline of runway 19 at PRB. The measured geographical coordinates at the accident site were 35 degrees 43.862 minutes north latitude and 120 degrees 36.905 minutes west longitude, and the elevation was measured at 927 feet msl. An examination of the airplane at the accident site revealed that both wings had sustained substantial damage, all three propeller blades were damaged, and that the flaps and landing gear were configured in the extended position. The airplane’s cabin section and aft fuselage, inclusive of the empennage, were intact and appeared undamaged. TESTS AND RESEARCH On November 9th and 10th, 2011, under the supervision of the National Transportation Safety Board IIC, representatives from the FAA, Lycoming Engines and Piper Aircraft, Inc. examined the airplane at the facilities of Plain Parts, located in Pleasant Grove, California. Multi-Function Display (MFD) examination During the examination the airplane’s Avidyne Multi-Function Display (MFD) yielded a CF memory card, which provides GPS position, time and track data, as well as information from the airplane concerning altitude, engine and electrical system parameters, and outside air temperature. Under the supervision of the IIC, the MFD memory card was downloaded on site using a portable laptop computer. This data was then sent to the NTSB Vehicle Recorders Laboratory in Washington, D.C., who processed the recorded flight data. (Refer to the NTSB Vehicle Recorder’s Specialist’s Factual Report, which is located in the docket.) The downloaded MFD data resulted in 3 plots and corresponding tabular data being generated, which were then provided in graphical format to the IIC. The plots covered a time period from 03:15:00 to 04:15:00 (PDT), which is the entire flight. The last recorded data point occurred at 04:14:06. Plot one contains basic engine parameters, including engine speed, oil pressure, oil temperature, and cylinder temperatures. Plot two contains fuel system and gear weight on wheels information. Plot three contains electrical system parameters. A review and analysis of the Avidyne MFD data was conducted by a Lycoming Electronic Engine Controls Lead Engineer and a Piper Aircraft Powerplant and Mechanical Systems Engineer. This information was subsequently reviewed by an NTSB powerplant engineer, who concurred with both a