NTSB Factual Report

HISTORY OF FLIGHT

On December 29, 2014, about 1500 eastern standard time, a twin-engine Piper PA-23-160 airplane, N222CP, impacted terrain near Port Clinton, Ohio. The airplane was destroyed and the commercial rated pilot was fatally injured. The airplane was registered and operated by Eagle Support Services, LLC Worthington, Ohio, under the provisions of 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions prevailed and the airplane was not on a flight plan. The cross-country flight was originating from the Erie-Ottawa International Airport, Carl R Keller Field (KPCW), Port Clinton, Ohio, at the time of the accident.

The airplane had recently undergone maintenance and an annual inspection. After the inspection, the mechanic conducted a test flight on the airplane, with no problems noted. The airplane's owner was then to fly the airplane back to his home airfield.

Several witnesses reported seeing the airplane before flight and during takeoff. One of the witnesses reported that he saw the pilot start the left and then right engines, and then spend 20 minutes in the run-up area, before departing. Two witnesses, who were located near the airport terminal, reported that shortly after takeoff, they heard a "popping" sound come from the airplane. One of the witnesses speculated it might be the left engine based on the way the airplane was flying. The airplane made a turn to the left, then rolled left, and descended. Two other witnesses, located near the airport diner, stated that the takeoff appeared normal. Shortly afterwards, the airplane turned left then made a steep turn, before it descended and impacted terrain. They added that they weren't able to determine if the airplane's engine sounded normal. Other witnesses reported the airplane was struggling to gain altitude and that it sounded like an engine was "stalling".

A security camera from a department store captured the accident flight on a surveillance video. A review of the video revealed the airplane at distance and coming into view from left to right, as the airplane departed. The airplane appeared to make a left turn, away from the camera; the airplane was then barely visible. A "wing flash" was seen, before the airplane entered a rapid nose down descent, before impact with terrain.

PILOT INFORMATION

The pilot held a commercial pilot certificate with ratings for airplane single and multi-engine land and instrument – airplane. On the pilot's application for a medical certificate dated December 09, 2014, he reported 675 total flight hours, with 10 hours in the last six months. The issuance of the third class medical certificate was deferred to the Aerospace Medical Certification Division by the Aviation Medical Examiner (AME). The deferral was as based on the pilot's blindness in the right eye, as a result of a personal injury. At the time of the accident, the deferral application process had not been completed. The pilot's previous third class medical certificate was issued on May 9, 2012. A review of the pilot's flight log revealed he had about 165 flight hours in multi-engine airplanes.

AIRCRAFT INFORMATION

The Piper PA-23-160, Apache, is a low-wing, retractable landing gear, twin-engine airplane, originally powered by Lycoming O-320 reciprocating engines and full-feathering constant speed propellers. The hydraulic pump, which powers the landing gear, is located on the left engine. The accident airplane had been previously modified with two Lycoming O-360-A1D engines. A review of the airplane maintenance records showed the airplane's annual inspection had been completed on December 24, 2014, with an airplane total time of 6131.4 hours. At the time of the inspection, the left engine had 562.0 hours since overhaul, and the right engine had 559.1 hours since overhaul.

METEOROLOGICAL INFORMATION

At 1512, the automated weather observation facility located at KPCW recorded; a wind from 020 degrees at 5 knots, 10 miles visibility, an overcast sky at 3,400 feet, temperature 29 degrees Fahrenheit (F), dew point 19 F, and a barometric pressure of 30.30 inches of mercury.

The carburetor icing probability chart included in Federal Aviation Administration Special Airworthiness Information Bulletin No. CE-09-35, Carburetor Icing Prevention, indicated that the airplane was operating in an area that was associated with a risk of carburetor ice accumulation at glide and cruise power settings.

AIRPORT INFORMATION

The Erie-Ottawa International Airport, Carl R Keller Field (KPCW) is a public-use, non-towered airport, located 3 miles east of Port Clinton, Ohio. Pilots are to use the CTAF (Common Traffic Advisory Frequency) for communications. KPCW has a runway 9/27 which is asphalt, 5,646 feet by 100 feet, and 18/36 asphalt runway, 4,001 feet by 75 feet.

WRECKAGE AND IMPACT INFORMATION

The airplane wreckage was located about 0.25 mile west of KPCW's runway 18/36, near a residential area. The on-site examination of the wreckage and ground scars was consistent with a left wing low, and near vertical impact with terrain. The airplane came to rest nose down, several pieces separated from the airplane, but remained near the wreckage site. Both wings had heavy impact damage and remained with the fuselage; the main cabin was severely crushed. The empennage was twisted and remained attached. The empennage vertical and horizontal stabilizers and their respective control surfaces appeared undamaged. Both engines had impact damages and were partly buried in the ground. Each engine's 2-bladed propellers were buried or were under the wreckage with only a small portion of the tips exposed. A fuel smell was present on site. Water had pooled up in depressions around the wreckage and was attributed to first responders/firefighters response to the accident site.

After the on-site documentation of the wreckage, the airplane was recovered to a nearby hangar for further examination.

The nose and front cabin area of the airplane was extensively damaged by the impact and the damaged area extended into the aft section of the cabin. The empennage appeared absent impact damage.

The engine throttle levers were noted to be in a staggered position, with the left being in the slightly retarded position as compared to the right lever. The mixture controls indicated the left was full forward and the right lever was full aft. Both of the propeller control levers were at the full forward position. The carburetors heat controls positions could not be determined due to impact damage. The right engine's tachometer contained a contact mark, consistent with an indicating needle at 2,600 rpm; a contact mark was absent on the left engine's tachometer.

The overhead trim selector positons were not determined; however, the rudder trim tab appeared near the neutral position. Rudder and elevator continuity was established to the control column. The left aileron remained attached at its hinge points and the right aileron had separated at its hinge points, and was located in the debris field. The main landing gear appeared to be in the down (extended) position.

Each engine was removed from the airframe and transported to a heated hangar. The left engine crankshaft had broken just aft of the propeller flange. A visual inspection of the engine revealed the throttle, mixture, and carburetor heat controls remained attached. The carburetor's mount was broken, but the carburetor remained attached. A small of amount of water was found in the carburetor bowl; however, firefighter's efforts could not be ruled out as a potential source for the water. The engine driven fuel pump had impact damage. The magnetos were removed and produced a spark on each terminal when rotated. The engine was rotated and continuity to the accessory section and valve train was established. A thumb suction and compression test was done on each cylinder. The cylinders were removed and no discrepancies were noted. One blade was absent visual damage, the second blade was bent aft towards the non-cambered side, starting about mid-span. The propeller was not in the feathered position.

The right engine throttle, mixture, and carburetor heat controls remained attached. The carburetor's mount was also broken, but remained attached to the oil sump mounting studs. Initially, the engine would not complete a rotation; the engine sat overnight in the hangar. The following morning, the engine was rotated by hand and continuity and compression test were done. The initial lack of rotation was attributed to ice accumulation in the engine as a result of being partly submerged in water after the accident. The ice then melted after the engine sat in a heated hangar overnight. The propeller remained attached to the engine. One propeller blade had only a slight twist/bend in it, and the other blade was curled back towards the non-cambered side, starting near the propeller hub. The blade's outboard section's leading edge exhibited ground polishing marks. The propeller was not in the feathered position.

No pre-impact abnormalities were noted during the engine and airframe examinations.

MEDICAL AND PATHOLOGICAL INFORMATION

The Lucas County Coroner's Office, Toledo, Ohio, conducted an autopsy on the pilot. The cause of death was determined to be, "multiple blunt trauma".

The FAA Bioaeronautical Sciences Research Laboratory, Oklahoma City, Oklahoma, conducted toxicological testing on the pilot. The specimens were negative for carbon monoxide and ethanol. Cyanide testing was not performed. The test was positive for ibuprofen and paroxetine.

Ibuprofen is an over the counter anti-inflammatory medication, it is typically marketed under trade names such as, Motrin or Advil.

Paroxetine is a prescription antidepressant used to treat depression, obsessive-compulsive disorder, anxiety disorders, post-traumatic stress disorder (PTSD). Use of this medication is disqualifying for an aeromedical certification.

ADDITIONAL INFORMATION

Excerpt from Advisory Circular (AC) 61-21A, Flight Training Handbook

Engine Out Procedures

The following procedures are recommended to develop in the transitioning pilot the habit of using proper procedures and proficiency in coping with an inoperative engine.

(1) Set mixture and propeller controls as required; both power controls should be positioned for maximum power to maintain at least Vmc.

(2) Retract wing flaps and landing gear.

(3) Determine which engine failed, and verify it by closing the throttle on the dead engine.

(4) Bank at least 5 degrees into the operative engine.

(5) Determine the cause of failure, or feather the inoperative engine.

(6) Turn toward the nearest airport.

(7) Secure (shut down) the inoperative engine in accordance with the manufacturer's approved procedures and check for engine fire.

(8) Monitor the engine instruments on the operating engine; and adjust power, cowl flaps, and airspeed as necessary.

(9) Maintain altitude and an airspeed of at least Vyse if possible.

The pilot must be proficient in the control of heading, airspeed, and altitude, in the prompt identification of a power failure, and in the accuracy of shutdown and restart procedures as prescribed in the FAA approved Airplane Flight Manual or Pilot's Operating Handbook.

NTSB Probable Cause

The pilot's loss of control following a loss of left engine power for reasons that could not be determined because an examination of the airframe and engine did not reveal any preimpact abnormalities.