This is an excerpt from a report made to the Aviation Safety Reporting System. The narrative is written by the pilot, rather than FAA or NTSB officials. To maintain anonymity, many details, such as aircraft model or airport, are often scrubbed from the reports.
Prop RPM runaway led to blown engine cylinder in flight. Landed safe on runway at ZZZ.
Upon inspection of the Piper PA-28 Arrow, the cause of the problem seems to be the P5000 oil drain that was installed the morning of the problem.
It was clearly struck (presumably by the nose landing gear) and the quick drain was activated and all engine oil evacuated the engine while in flight.
This was signed off by a certified A&P mechanic that same morning as part of an oil change service. It is clear that the gear was NOT swing tested, and there is an existing AD (Airworthiness Directive): 14 CFR Part 39 Amendment 39-4222; AD 81-11-02 R1.
I figured this out over the subsequent 48 hours after the landing.
It is clear that the mechanic who performed the work was not diligent in checking the ADs or the application of the oil drain for the PA-28R-200.
I decided in the afternoon to take a flight later in the same day. The weather looked great with VFR conditions and fairly light winds across the region. I preflighted my aircraft and found all to be in order. I flew to ZZZ. The flight was normal and uneventful and I landed on Runway XX at ZZZ airport. I then preflighted the aircraft for the second leg of the flight from ZZZ to ZZZ1 and found all to be in order. I did a normal run-up procedure and subsequently flew to ZZZ1 where I landed on runway YY and parked in front of the main terminal where I could see my aircraft from the on-site barbeque restaurant. The flight from ZZZ to ZZZ1 was normal and uneventful.
I planned my return flight to ZZZ. I decided on 3,500 feet for my flight altitude. I preflighted the aircraft and found all to be in order and noted (as my two previous flights that day) six quarts of oil indicated on the dipstick. I taxied to the run-up area near Runway 15 and did a run-up with normal results. I made a normal take off from Runway 15, retracted the gear, turned left crosswind, then turned left downwind and departed to the southeast.
I flew to the south of the ZZZ2 Class C airspace and made my altitude 3,500 feet. Conditions were VFR with great visibility and nearly calm winds. I obtained the AWOS for ZZZ noting “winds calm” and I had the field in sight. I was inside of 10 nm of my destination of ZZZ and was descending from 3,500. I noted no air traffic in the ZZZ airport area per my ForeFlight ADS-B (Automatic Dependent Surveillance Broadcast) in.
At about 7 nm out and 3,000 feet the propeller RPM began climbing sharply well beyond 2,600 RPM. I tried to change the prop and throttle settings to get the prop RPMs back under control and I had no success getting the RPMs out of the red. This continued for a short time (well under a minute) and I distinctly remember a bang, and then smoke began to fill the cabin. I opened the small window to my left in an attempt to clear the smoke and I continued to fly the plane.
I still had electrical power and I still had the airport ZZZ in sight. I decided I would fly the familiar pattern I had flown earlier that day to land on Runway XX. I switched the audio panel to transmit on COM2 as I already was monitoring channel 121.50 on my second radio. I then transmitted a MayDay call with my tail number, situation of smoke in the cabin, altitude, location just east of ZZZ airport, and my intention to land at ZZZ airport.
Coast Guard responded on 121.5 acknowledging my call and confirmed that they had me at 2,000 feet and 5 nm east of ZZZ airport.
I continued to fly into the downwind leg for Runway XX. I transmitted again confirming my location, that I had the field in sight and that I should make the field. Out of an abundance of caution I requested that fire and rescue be dispatched to ZZZ airport.
I noticed that I was getting partial power from the engine, and I lowered the gear. I flew a normal pattern and landed normally on Runway XX. When I pulled the power to idle upon landing, the engine stopped running. I rolled out and steered the plane safely off the Runway and onto the Taxiway where it finally stopped rolling.
I transmitted again on 121.5 informing that “Arrow XXXXX has landed safely at ZZZ airport with no injuries, repeat no injuries.” I also stated that I would be shutting down the radio and exiting the aircraft.
I then opened the door latch, “Time to get out!” I turned off the electronics, mags, master, and turned the fuel to OFF and I exited the plane. The smoke I was experiencing in the cockpit was now coming from under the cowling, but was becoming less and less. It was clearly oil that was touching the hot surface and then making smoke.
Once several minutes passed and it was clear that there was no danger (smoking had nearly stopped completely), we pushed the plane into a parking spot/tie-down on the ramp so the Taxiway would be clear.
Primary Problem: Aircraft
ACN: 1818523
A pilot cannot be expected to know everything that an A&P or IA knows. If that were the case, he would be required to have those ratings on his certificate. This incident was not the pilot’s fault. The same cannot be said for the mechanic.
Aircraft owners and pilots need to be mindful that maintenance Errors create significant hazard and must act accordingly the most likely time for an aircraft to suffer mechanical problem is on the first flight after maintenance be thoroughly Skeptical anytime Aircraft comes out of the shop your preflight and post flight maintenance test flight are the last line of defense against maintenance errors
I find in this article a sense that the aircraft owner has to know
more than the ame If I have to inspect everything that he does
than I will do it myself
Be thoroughly skeptical any time an aircraft comes out of the shop.
Not easy to find a pilot without an oversized ego.
When Aircraft Maintenance Negligence Costs Lives
There are a number of retractable gear aircraft that cannot use a quick drain in the engine sump. One is the Cessna 337 on the front engine. Conversely, without a quick drain on the rear engine sump, draining oil would be nearly impossible (and quite messy)!
Having a mechanical apptitude is essential in becoming a compentant maintenance mechanic on aircraft or anything for that matter. The US Airforce started a program called Grow your own mechanic? In my opinion it was a total failure. It’s like a box of chocolates, you never know what you are going to get!!! Beware of under the table trained mechanic!!
You mean like Orville and Wilbur?
You, the aircraft owner should have already been aware of any applicable ADs before asking the mechanic to install the drain on your plane. You, the pilot bear at least as much responsibility as the mechanic. Had he have taken the time and done the research to find the AD and jacked the plane up and done a gear swing, you the owner would have screamed bloody murder over the mechanic charging you a small fortune and taking half a day to install a simple oil drain. Take responsibility for your own actions. Yes, the mechanic shares the responsibility, but you share just as much blame.
For the hobby owner OK, but not reasonable for a lady who owns a title and abstract company to research drain plugs. That is precisely the A&P’s job. Despite what is often quoted about pilot/owner ultimate responsibility, it won’t hold up in court…the shop is responsible.
While I appreciate the intent, requiring A&P and IA breeds it’s own problems. Personally I don’t allow anything to be closed up without my inspection, and have already reviewed and discussed what is going to take place on their part. Fortunately I have been a life long mechanic.
It’s not easy to find a competent A&P