| Crash location | 29.467223°N, 81.196944°W |
| Nearest city | Bunnell, FL
29.466086°N, 81.257842°W 3.7 miles away |
| Tail number | N2182T |
|---|---|
| Accident date | 29 Mar 2006 |
| Aircraft type | Piper PA-28-180 |
| Additional details: | None |
On March 29, 2006, about 0840 eastern standard time, a Piper PA-28-180, N2182T, registered to a private individual, experienced a loss of engine power shortly after takeoff and collided with a tree during a forced landing near Bunnell, Florida. Visual meteorological conditions prevailed at the time and no flight plan was filed for the 14 CFR Part 91 personal flight from Flagler County Airport, Bunnell, Florida, to Ormond Beach Municipal Airport, Ormond Beach, Florida. The airplane was substantially damaged and the commercial-rated pilot was not injured. The flight originated about 0835, from the Flagler County Airport.
The pilot stated that earlier that morning he flew to the Flagler County Airport, landed, and secured the engine. He then elected to return to the departure airport, but did not perform a preflight inspection of the airplane. After starting the engine, he taxied to and departed from runway 29. During the initial climb at approximately 1,500 feet he noted smoke coming from the engine compartment and the engine experienced a partial loss of power. He elected to return to the departure airport and the engine seized. He performed a forced landing on a dirt road and during the landing roll, the airplane traveled off the road and collided with a tree.
Post accident examination of the engine by an FAA airworthiness inspector revealed an oil film inside the engine cowling and also on the right side of the fuselage from the engine cowling to midspan of the right wing. The engine experienced oil exhaustion, and the No. 1 cylinder connecting rod was fractured. Examination of the engine-driven vacuum pump (Sigma-Tek P/N 1U478-003) revealed 1 of the 4 nuts was separated, 1 was finger loose, and the remaining 2 were not properly torqued. Additionally, incorrect gasket material (engine baffling gasket material) was used as a gasket instead of the specified gasket.
A review of the maintenance records revealed an entry dated February 21, 2006, which indicates that the overhauled engine was installed into the airframe, and a new vacuum pump was also installed at that time. The sign-off was done by a mechanic with inspection authorization (IA). The airplane had accumulated 7.69 hours at the time of the accident since the overhauled engine was installed.
The owner/pilot reported installing the engine-driven vacuum pump under direct supervision of the mechanic with inspection authorization (IA). During the installation, he and the mechanic talked at length about the installation of it, and after it was installed, he asked the mechanic if they had installed it correctly because it was sticking out farther than usual. He also asked the mechanic if they could make a metal spacer in lieu of the gasket material. The mechanic replied that as long as it is tight and did not leak, it was fine.
The failure of the pilot to perform a preflight inspection of the airplane resulting in departure with an inadequate oil supply, subsequent engine failure due to oil starvation, and damage to the airplane during a forced landing. Contributing to the accident was the improper installation of the engine-driven vacuum pump by a mechanic.