NTSB Factual Report

On May 22, 2018, at 0728 eastern daylight time, a Piper PA-28-140, N6177W, was destroyed when it impacted terrain near Chesapeake, Virginia. The commercial pilot was fatally injured. The privately-owned airplane was operated under the provisions of Title 14 Code of Federal Regulations Part 91 as a personal flight. Day instrument meteorological conditions prevailed, and an instrument flight rules flight plan was filed for the flight, which departed from Chesapeake Regional Airport (CPK), Chesapeake, Virginia, about 0726, and was destined for Republic Airport (FRG), Farmingdale, New York.

Review of preliminary air traffic control communications provided by the Federal Aviation Administration (FAA) revealed that while on the ground at CPK, the pilot requested an instrument flight rules (IFR) clearance via telephone at 0704. He was issued instructions to fly a heading of 050° and maintain 3,000 ft. The pilot called back at 0724 advising the flight data controller that he was ready for takeoff, and the controller issued him a clearance void time of 0729, to which the pilot informed the controller he would be airborne within 3 minutes. There were no further communications from the pilot.

Review of preliminary radar track data provided by the FAA revealed that the airplane departed runway 23 at 0726:40, climbed to about 350 ft mean sea level (msl) on a southwest ground track, and began a right turn at 0727:11. Subsequently, the airplane continued turning right and completed a 360° right turn, and during the turn rapidly descended to 75 ft msl and climbed to 600 ft msl. The last data point recorded at 0728:04 was about 0.2 nautical miles from the accident site, which showed the airplane at 375 ft msl, headed 297°, at 42 knots groundspeed.

The airplane came to rest upright in a flat, open field, oriented on a magnetic heading of 325°, about 0.75 nautical miles southwest of CPK. The airplane sustained extensive impact damage, and evidence of a post-impact fire was observed. All major components of the airplane were accounted for at the accident site, and flight control continuity was established from all flight control surfaces to the cockpit area. The stabilator trim drum was measured and correlated to a slight nose up trim setting.

The flap handle was found in the retracted position, and both inboard flap sections were in the retracted position. The main landing gear and nose gear separated from the airframe and were found in the wreckage. The fuel selector valve was impact damaged and separated from the airframe. When disassembled and low-pressure air was applied, the outlet port was open to the right fuel tank. The fuel tank screen was clean and free of blockage.

The cockpit, main cabin area including the seats, and instrument panel were damaged during the impact and post-impact fire. The primary attitude indicator's vacuum gyro separated from its case and was found in the wreckage retained for further examination. An electrical gyro was found lose in an instrument casing that was fire and impact damaged. The throttle, mixture, and other cockpit control knobs and were consumed by fire.

The engine remained attached to the firewall. During an engine examination, the crankshaft was rotated by hand and valve train continuity was established. All cylinders remained attached to the crankcase and thumb compression and suction was observed on all cylinders. Each spark plug displayed varying degrees of impact damage, normal operating and combustion signatures were observed. The cylinders were inspected using a lighted borescope; the cylinder bore, piston faces, and valve heads displayed normal operating and combustion signatures. The standby vacuum system's shuttle valve remained attached to the engine mount. A pull cable was found near the shuttle valve, separated from its attach point and exhibited signatures consistent with overload separation.

The carburetor was found separated from the engine and fractured. The throttle butterfly valve operated freely throughout its range of motion using the throttle arm and cable. The carburetor fuel inlet screen and oil screen were clean and free of debris. The fuel pump was impact and fire damaged. Both magnetos were found with the engine and could not be tested due to impact and thermal damage.

The propeller remained attached to the propeller flange. One blade was found above ground with an s-bend shape. The other blade was found under the engine, with a mid-span rearward 90° bend, and blade polishing.

The vacuum pump remained attached to the accessory section of the engine and displayed impact and fire damage. The vacuum pump was removed and disassembled. The vanes and rotor remained intact, and the shear coupling was thermal damaged and had partially melted.

According to FAA airmen records, the pilot held a commercial pilot certificate with airplane single and multi-engine land ratings, as well as instrument airplane. He also held a remote pilot certificate for small unmanned aircraft system and a control tower operator certificate. The pilot was issued an FAA second-class medical certificate on October 17, 2017. At that time, the pilot reported civil flight experience that included 2,100 total hours and 160 hours in preceding 6 months.

The weather conditions reported at CPK, at 0715, included visibility of 1/4 statute mile in fog, an overcast ceiling at 200 ft above ground level, wind 070° at 3 knots, temperature 19°C, and dew point 18°C.

The wreckage was retained for further examination.