Tuesday, June 07, 2022

Piper PA-28RT-201 Arrow IV, N160LL: Fatal accident occurred June 06, 2022 near Northwest Florida Beaches International Airport (KECP), Panama City, Bay County, Florida

This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed.

The National Transportation Safety Board traveled to the scene of this accident. 

Additional Participating Entities:
Federal Aviation Administration / Flight Standards District Office; Birmingham, Alabama
Piper Aircraft; Vero Beach, Florida 
Lycoming Engines; Williamsport, Pennsylvania 

Prestige Aviation Group LLC


Location: Panama City, Florida
Accident Number: ERA22FA261
Date and Time: June 6, 2022, 16:10 Local
Registration: N160LL
Aircraft: Piper PA-28RT-201 
Injuries: 2 Fatal, 1 Serious
Flight Conducted Under: Part 91: General aviation - Personal

On June 6, 2022, about 1610 central daylight time, a Piper PA-28RT-201, N160LL, was substantially damaged when it was involved in an accident near Panama City, Florida. The pilot and one passenger were fatally injured and another passenger sustained serious injuries. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

The morning of the accident, the airplane arrived at Northwest Florida Beaches International Airport (ECP), Panama City, Florida, and parked on a local fixed based operator (FBO) ramp at 0941. About 1100, the FBO moved the airplane closer to the edge of the ramp because the pilot and passengers were not returning until later in the day.

A review of security camera video revealed that the pilot returned to the airplane about 1530. He opened the baggage compartment, entered and exited the cockpit multiple times, walked around the front of the airplane, and only stopped in front of each wing, never the engine or cowling, until the two passengers arrived at 1541. At 1551, the airplane began to taxi and exited the FBO ramp.

According to preliminary Automatic Dependent System Broadcast (ADS-B) data, which began at 1551:55, the airplane began the takeoff roll about 1606. After the airplane reached a peak altitude of about 1,200 ft mean sea level (msl) it began to descend and initiated a 180° left turn. The airplane completed the turn, continued to descend, and impacted trees and terrain about 1.7 miles from the threshold of runway 34. The ADS-B data ended about 190 ft south of the main wreckage.  

The airplane came to rest upright in an area of dense brush at an elevation of 25 ft. All major components of the airplane were located in the vicinity of the main wreckage. The leading edge of both wings exhibited impact damage along the entire span. The flaps were extended to 40° and the landing gear was in the extended position. The left side of the empennage was partially impact separated and was bent to the right side of the airplane. The horizontal stabilator, vertical stabilizer, and rudder all remained attached to the empennage. Flight control cable continuity was established from the cockpit to the flight control surfaces. Oil was noted along the right bottom side of the fuselage.

Examination of the engine revealed a hole in the crankcase near the No. 4 cylinder. The engine was disassembled and continuity of the crankshaft was confirmed. There were no anomalies noted on the main journals of the crankshaft. The No. 4 connecting rod journal exhibited thermal damage and bearing material was found welded/smeared to the crankshaft journal. The No. 4 connecting rod cap, connecting rod bolts, and bearing pieces were found in the oil sump along with other metallic debris and a trace amount of oil. The oil drain plug remained seated and safety wired to the oil sump. The oil pump rotated freely by hand. It was disassembled and no scoring was noted on the oil pump gears or the housing. The oil pressure sensor was separated from the engine. The copper line was fractured at the fitting to the accessory section of the crankcase. The copper line and oil pressure sensor were retained for further examination.

Examination of the pavement in the parking area of the FBO revealed a trail of oil drops that led to a small puddle of oil where the airplane was initially parked. A second larger area of oil staining that measured about 6 ft by 6 ft, was found at the 2nd parking location (where the airplane had been moved by the FBO personnel), which was where the pilot conducted his walk-around and loaded passengers before he started the engine for taxi and takeoff. 

According to a copy of the most recent annual inspection, which was completed on May 11, 2022, the airplane had a tachometer time of 508.6 hours. At the time of the annual inspection, a new avionics system was installed which included a Dynon Skyview HDX and a Dynon EFISD10A. Both units were retained and sent for data download at the NTSB Recorders Laboratory.

According to a flight log located in wreckage, on June 5, 2022, the airplane had a tachometer time of 511.5 hours. Furthermore, on May 25, 2022, a flight was performed by the pilot, and it indicated “Fly Test” next to his name.





Aircraft and Owner/Operator Information

Aircraft Make: Piper
Registration: N160LL
Model/Series: PA-28RT-201
Aircraft Category: Airplane
Amateur Built:
Operator: On file
Operating Certificate(s) Held: None
Operator Designator Code:

Meteorological Information and Flight Plan

Conditions at Accident Site: VMC
Condition of Light: Day
Observation Facility, Elevation: ECP,69 ft msl 
Observation Time: 15:53 Local
Distance from Accident Site: 2 Nautical Miles
Temperature/Dew Point: 30°C /22°C
Lowest Cloud Condition: Scattered / 5000 ft AGL
Wind Speed/Gusts, Direction: 10 knots / , 190°
Lowest Ceiling: None
Visibility: 10 miles
Altimeter Setting: 29.85 inches Hg
Type of Flight Plan Filed:
Departure Point: Panama City, FL (ECP) 
Destination: Orlando, FL (ORL)

Wreckage and Impact Information

Crew Injuries: 1 Fatal
Aircraft Damage: Substantial
Passenger Injuries: 1 Fatal, 1 Serious 
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 2 Fatal, 1 Serious
Latitude, Longitude: 30.323999,-85.775898

Aircraft declared mayday due to a fire in the aircraft and crashed shortly after departure. 

Date: 06-JUN-22
Time: 21:10:00Z
Regis#: N160LL
Aircraft Make: PIPER
Aircraft Model: PA-28T
Event Type: ACCIDENT
Highest Injury: FATAL
Total Fatal: 2
Flight Crew: 1 fatal
Pax: 1 fatal; 1 unknown injuries 
Activity: UNKNOWN
Flight Phase: INITIAL CLIMB (ICL)
Aircraft Missing: No
Damage: DESTROYED
City: PANAMA CITY
State: FLORIDA

Those who may have information that might be relevant to the National Transportation Safety Board (NTSB) investigation may contact them by email witness@ntsb.gov, and any friends and family who want to contact investigators about the accident should email assistance@ntsb.gov. You can also call the NTSB Response Operations Center at 844-373-9922 or 202-314-6290.


Corey Lamar Lamb
November 5, 1977 - June 6, 2022


Corey Lamar Lamb


Corey Lamar Lamb was born on November 05, 1977 in Orlando, Florida, to Thomas L. and Barbara A. Lamb. Corey is a graduate of Boone High School class of 1995. He matriculated to Southern University in Baton Rouge, Louisiana where he earned a Bachelor’s Degree in Mass Communications. Corey went on to receive a Master’s Degree in Information Technology from Robert Morris University in Pittsburg, Pennsylvania.

Corey was a creative entrepreneur who always looked for ways to enhance the community. Corey owned a yogurt shop: “Oopsy Scoopsy”, located downtown in the City Beautiful facing the Amway Center. His major venture included an eco-friendly transportation service: “OCartz”. Corey also launched a successful watersports company: “Turkquoise Adventures and Jet Skiz”, located in Turks & Caicos.

Corey was an avid golfer, reader and traveler. He enjoyed golfing in various locations around the world. He once golfed with Steve Harvey in Cabo San Lucas, Mexico (and he beat him)! Corey was a worldwide traveler and met a cousin in China, who played for the Harlem Globetrotters, who he’d never met. Corey enjoyed life to the fullest and made life enjoyable for others.

Corey is survived by his parents. Sons, Braxton and Christian, and their mother, Crystal Garcia. A brother, Gandre Bynum. Aunts, Mary Lamb and Cheryl (Robert) Smith; and an uncle, Larry Brinson. He also leaves other relatives and devoted friends to cherish his/their memories.



Ernesto Rosias



Heidi Kemner, Senior Air Safety Investigator
National Transportation Safety Board




PANAMA CITY, Florida (WJHG/WECP) - NewsChannel 7 is continuing to follow the investigation into a plane crash that killed two people and seriously injured another Monday afternoon in Bay County.

“Talking about a reporting of a plane crash somewhere south of the airport on Highway 388,” Bay County Sheriff’s Office PIO Ruth Corley said.

Multiple area law enforcement agencies, alongside the Bay County Sheriff’s Office, responded to this report close to Northwest Florida Beaches International Airport.

“The Bay County Sheriff’s Office air unit went up to help with the search and we were able to locate a downed plane,” said Corley.

Corley said the downed plane was a Piper PA-28RT-201. The three passengers on board were men from Orlando.

“They came in that same day they flew in {Monday}, gassed up, spent a couple of hours or so, at the airport, and then were flying out,” said Corley.

After the men flew out from the airport, the pilot declared an emergency and tried to fly back before crashing.

Corley said where the plane crashed was just 0.8 miles short of the runway. When law enforcement arrived, Corley said two of the men aboard were pronounced dead on the scene and the third was taken to a local hospital where he’s listed in critical condition.

BCSO reports the two dead were identified as Ernesto Rosias, 54, and believed to be the pilot, and Corey L. Lamb, 44, a passenger. The injured passenger was identified as Sertone Starks, 44.

NewsChannel 7 confirmed the Piper had been parked at Sheltair Aviation. We asked Corley if there were any issues with the plane while parked at Sheltair.

“We don’t know. That will be something for the FAA and NTSB, they’re qualified to investigate if there were any problems with the plane or history of problems with the plane,” said Corley.

An investigation that is still ongoing. NewsChannel 7 reached out to the FAA for comment on the investigation, but did not hear back. ECP officials also declined to comment since the investigation was handed over.


Heidi Kemner, Senior Air Safety Investigator
National Transportation Safety Board

72 comments:

  1. Track:
    https://globe.adsbexchange.com/?icao=a0f2b3&lat=30.330&lon=-85.794&zoom=13.1&showTrace=2022-06-06&leg=2&trackLabels

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    1. METAR (For wind/local altimeter reference):
      KECP 062110Z AUTO 19007KT 10SM CLR 30/22 A2986
      Local altimeter of 29.86 is lower than 29.92, making the ADS-B reported
      MSL's 60 feet lower than true.

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    2. Flightaware track log:
      https://flightaware.com/live/flight/N160LL/history/20220606/2136Z/KECP/KECP/tracklog

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  2. This airplane lost the vast majority of it's oil on the ramp and then bled out for 2 more miles while he taxii'd north to RWY 16. By the time a line crew member put 2 and 2 together it was too late to notify tower, this airplane was already climbing out. He thought he was having a fire when the motor ceased and tried to turn back. The wreckage was pointed in a Southerly direction indicating a possible stall spin trying to extend the glide. The sole survivor was airlifted to Tampa and is in critical condition.

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    1. When was 2,000 RPM L/R mag check done prior to departure? and the final vacuum, oil temperature, oil pressure check should have revealed a "lost the vast majority of it's oil on the ramp and then bled out for 2 more miles while he taxii'd north to RWY 16."

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    2. From the NTSB report "A review of security camera video revealed that the pilot returned to the airplane about 1530. He opened the baggage compartment, entered and exited the cockpit multiple times, walked around the front of the airplane, and only stopped in front of each wing, never the engine or cowling"

      He didn't bother to check the oil, which is a mandatory item on the checklist, so he likely didn't bother to do any sort of runup. Some people think checklists are optional.

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  3. Some people are definitely luckier than others.

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  4. Looking at track, aircraft was 2 to 2.5 miles from end of runway when engine quit or had a loss in power. Only 1200 ft agl or in that area msl. Not gonna make it. There is a lot of water ahead and only 1/2 mile. Boat docks, boat ramps, boats, houses and NO TREES! Unlatch the door, tell atc “we’ll be in the bay” take your shoes off and let’s wade til rescued. That’s my feeling. But I wasn’t there.

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    1. Lots of sharks in those waters. Pilots who fly there often see them in the water below. Definitely something in the back of one's mind before they put down out there

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    2. What kind of sharks? Not all sharks will attack humans in the water.

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    3. They were from Orlando. Not Bay County. They wouldn’t know anything about possible sharks. Capt Sully said “we’ll be in the Hudson.” He knew he couldn’t make an airport. Capt Sully had big buildings to the left and big buildings to the right. He landed on the Hudson River. I would have to. That’s a no brainer. Pilots aren’t trained to run into stationary objects. If I’m over a lake with alligators and my engine quits. The only alternative is a forest with tall trees. I’m taking the lake as close to the shore as possible.

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    4. Sullenberger made a bad decision. He easily could have done as the controller suggested and returned to LGA. The reason all WWII era airports have three runways is to provide bailouts for engine failures, wind direction, etcetera.
      Every guy in my class at USAir/ flew this scenario in training in the simulator. Every single one landed back at LGA with no issues, on the crossing runway.
      Apparently, keeping the wings level on landing was the key issue to becoming a god of flying; something which I have accomplished in my more than 4,000 landings so far.

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    5. He also forgot or didn’t know the plane had a “ditch switch” for landing in the ocean.

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    6. Yes, the ditch switch is a brilliant part of every Airbus aircraft. Many people don't know that Boeing aircraft have a "controlled leak" design.

      In spite of one of the Airport movies (the one where Jack Lemmon was the captain), the 747 would have filled with water within a few hours (or several minutes) in spite of the assertions of the producers of that turkey.

      For some reason, most pilots think that a pressurized airplane is a sealed vessel. It is not. What it is is a controlled leak. Period. No exceptions.

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    7. Sharks? That's ridiculous. I live near this airport and have never heard of such. Have lived here for over 20 years. Sharks are a non-issue.

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    8. "Sharks? That's ridiculous." Especially as a determination for an emergency landing or ditching, as was already noted. But then again, these comments sections have plenty of armchair pilots who are theoretically superior to Sully's skill and experience in an actual situation, etc., so low expectations are a good starting point.

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    9. “Sullenberger made a bad decision. He easily could have done as the controller suggested and returned to LGA. Every guy in my class at USAir/ flew this scenario in training in the simulator. Every single one landed back at LGA with no issues, on the crossing runway.”

      Every one of them knew what was coming, and the worst they faced was restarting the sim. Everyone walked away. I’d take him up front over any of the guys in your class.

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    10. Agree with ditching in the bay. I fly GA (172S) out of ECP. Done this departure many times. I dive the gulf and paddle board at the exact same spot he would have ditched. When I reviewed the tracking data, my first thought was he should have set Vg and ditched. I understand things happen fast. For anyone flying here and not familiar with our waters and wildlife, we've got gators but I'll take my chances on ditching with this scenario vs not.

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  5. looks like it fell straight down out of the sky stall spin. even if the engine quits you should never stall the wings. you have a chance even in the trees if you keep the wings flying and glide. stall spin gives no chance. keep it flying all the way till you hit the trees.

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  6. Senior Air Safety Investigator looks 16

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    1. She's 33 give or take a year. Hope she's reading...that's a nice complement!

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    2. I was basically thinking the same thing, but I also just assumed it was me getting old.

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  7. For the one who commented on Captain Sullenberger…you conveniently forgot to add that he was exonerated after an extended NTSB hearing and is considered to be a hero. You can go to the NTSB website and download the hearing transcript. To make the emergency landing you described one would have had to gamble the lives of everyone on board that one could clear the populated area between the emergency and the airport without flying into a building …when the time was added to the simulation for diagnosing the actual problem…not a single sim landing was successful….why denigrate the reputation of someone with credentials you’ll never have?

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    1. I was asked to testify by the NTSB, Sully made the correct decision. The Ditching switch would not have made a difference because the #2 F/A opened the back door before seeing it was under water level. Also, The aft baggage door was compromised, so it was going to sink.

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    2. Sounds about right. I remember in the movie that there were pilots who made it back to LGA in the simulator after multiple attempts or since they already knew what was coming up. Captain Sullenberger had but one chance to mitigate risk and injuries.

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  8. Sullenberger landed downwind.

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  9. Sullenberger misidentified his flight as "1539." The movie sanitized his mistake.

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    1. He also activated the APU out of sequence on the Engine Failure Checklist.

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    2. Starting the APU out of sequence is what MOST Airbus pilots and a whole bunch of Boeing do. It takes one second to start it. Bam, and it's done. Air and electrics avail as soon as it starts. It can be done before the other guy even bends forward to run the ECAM or grab the QRC. Next.

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    3. Thanks for the clarification. I was just pointing out the irony of criticizing and nitpicking the "mistakes" of someone who heroically saved all of those lives. I've been told that the QRC was rewritten after this incident bumping the APU startup to a much higher priority.

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    4. Stop posting about Airbus and Boeing procedures and most especially about Sully. Clearly, none of the above posters know a damn thing about any of the three. Airbus: Ditch Switch, Boeing: Manual Mode on pressurization panel, and hold the switch “close” until the outflow valve is fully closed, takes about ten seconds. Starting an APU during an engine failure “out of order” is common and acceptable, and often preferable-it’s a push of a button (Airbus) or a simple throwing of a switch (Boeing). Sully made a good decision and the empirical evidence is EVERYONE LIVED. Boy you keyboard airline pilots are something else.... just stfu already. Godspeed to those lost on this particular flight and I hope the lottery ticket winner, wins another lottery and recovers. God Bless. Airspeed is life.

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  10. Captain Carlos Dardano (TACA Flight 110) is a far greater hero, they could use the airplane again. Sorry for the thread drift. Back to the topic, whether you can get back to the airport depends on many factors but unless you are already at 3,000' it's better to choose a field within 30° either side, basically the largest open space in your front window.

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    Replies
    1. Cap'n Carlos had one eye, making that levee landing even more impressive.

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  11. ALWAYS LAND STRAIGHT AHEAD BELOW 1500"

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    Replies
    1. Yep! My Yankee loses 1000' in a 180 degree turn at best glide. I remind myself of that fact just prior to applying power!

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  12. Why the FAA should require all aspiring pilots to get at least a student glider rating (permit?) before a power rating.

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  13. Passenger won the lottery less than two years ago. Regression to the mean theory at its cruelest.

    ReplyDelete
    Replies
    1. He seems to be the survivor, so I guess his luck continues...

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    2. he is the survivor! he is still in the ICU but is now breathing on his own, escaped with no spinal or brain injuries. just a lot of broken bones.

      Delete
  14. Skipping steps in the preflight checks turned out to be fatal, but you have to also wonder about the current batch of rampers. Someone who earns their living at the FBO working with aircraft hooked up to tow-reposition an aircraft that had generated a big black oil release onto their pavement at the initial parking spot but no alert action resulted.

    The FBO isn't responsible for the pilot not checking oil level before operating the aircraft, but it is sad to see this missed opportunity for an alert ramper to have made a difference. If nothing else, tell the pilot before letting him depart that there is a charge to sop and clean up the oil releases at the initial and second parking spots.

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    1. Owner Location
      21-Mar-2022 REGISTRATION PENDING.
      except for one 2 hr flight, 5 previous recorded flights since early May were less than 20 minutes, once around the pattern. https://flightaware.com/live/flight/N160LL/history
      you'd think the paxs would have noticed oil under the cowling .... casual attitude of GA pilots their plane is an extension of car they drove to the flight line, jump in, turn the switch and lift-off.

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    2. It is not clear from the report if the large oil puddle existed prior to engine start or not -- correct me if that's wrong, but that's how I read it. It's hard to believe that such a large puddle of oil would be missed, even with a cursory preflight inspection, suggesting it may have been pumped out of the crankcase after start.

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    3. The smaller puddle at the first parking spot suggests that oil was already accumulating in the cowling during the flight leg that got them to ECP. Oil pressure would continue to look normal on the gauge while the crack sprayed a side-jet until the cracked copper line eventually came completely off. The flow rate through the small diameter copper line serving the pressure sensor wouldn't empty a full crank case in a short period of time - the start, taxi and takeoff had to have been done with a mostly depleted sump.

      If the pilot had checked oil level before takeoff, it would have been off the stick low with a visible mess inside the cowling. Black drips hanging under the cowling are also a tell tale, but obviously the pilot didn't look.

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    4. So...if the copper line had completely broken by the time the engine was run-up, wouldn't the oil pressure show zero, or close to it? Did the pilot miss that?

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    5. The pressure sensor would have indicated zero once the copper tube fully separated, but the complete break didn't necessarily occur before run-up. If the oil pressure data is recovered when investigators do the Dynon Skyview HDX download it will be a simple matter to determine whether the tube became fully separated before takeoff or after.

      If no flight data is recovered, NTSB material lab analysis of fracture surfaces can be relied upon to determine the crack progression. If the tube wasn't cracked fully through until crash forces completed the separation, the fracture surface is likely to exhibit a crack-propagation signature that progressed into a torn away finish. A lab fracture metallurgy analysis with images will certainly be included in the final report.

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    6. I'm not a pilot but an equipment mechanic, but this is the second crash i've read about that involved a copper line (one was a fuel line one oil). Why isnt a steel or rubber line run on these planes?

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    7. reference copper, "Tubing Materials, Copper, In the early days of aviation, copper tubing was used extensively in aviation fluid applications. In modern aircraft, aluminum alloy, corrosion-resistant steel, or titanium tubing have generally replaced copper tubing." https://www.aircraftsystemstech.com/2021/01/aircraft-rigid-fluid-lines-part-1.html

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  15. Hummm … why did they park my plane with the nose gear in the middle of an oil puddle? I’m not going to get that on my shoes.

    A red flag for some is a puzzle for others.

    Just speculation. RIP

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    1. Would be a sad irony if he skipped standing at the cowling and checking the oil level because he didn't want to step in and track that oil into the cockpit. "I checked it this morning" might have come into play.

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  16. Nobody has brought this up yet. The wreckage was found with gear extended and flaps full. The Arrow glides like a rock in that configuration (I know from personal experience). The last 3-4 ADS-B data points show a glide ratio between 8:1 and 10:1, so either the gear and flaps were done at the very end, or there was partial power until just before the crash.

    Notably missing from the NTSB prelim is any discussion of the prop's condition -- did it exhibit any signs of turning at impact? Are we to conclude the engine was stopped at impact?

    Could the engine possibly be generating any power with the #4 connecting rod disconnected from the crank?

    I suspect it was gear and flaps only at the end. What, if anything, can we conclude from this?

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    1. Gear and flaps would make sense if knowing the field was too far had him setting up for an attempt to land on highway 388. Throwing a rod short of reaching the intended location for starting a final turn for alignment to highway 388 would take the highway landing option off the table. Just offered as a what if speculation..

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  17. That's a good what-if. Pilot was new to the Arrow, so perhaps did not realize (but should have) that the last notch of flaps mostly adds drag. Still might not have made it to 388 though, even with less flaps..

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  18. I knew Corey. He passed away in this crash. He was not nice to me for many years. I had to learn the hard way.

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    Replies
    1. And what exactly did you have to "learn the hard way"?

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    2. I knew Corey as well. Played softball with him for 7 years. Whatever he did to you, I'm quite sure it wasn't worth his life..forgive and move forward.

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    3. I knew Ernesto. I don't like to speak ill of those that have passed, but... his recklessness didn't extend to just aviation. I learned a lot from him, mostly how not to do things. It's tragic that his carelessness cost other lives as well as his own, grateful to hear of one survivor.

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  19. I own one of these, a '77 model. It is relatively fast (147 kt cruise) and a bit demanding with a fixed waste-gate turbocharger which makes the throttle considerably nonlinear.

    One particular quirk is the engine out speed in the original POH Sect. 3 is published as "trim for 97 kts glide" and "trim for 75 kts for lowest landing speed when landing assured." Note there is no specific reference to "best glide speed". I'm not sure there is such a value.

    The original POH refers to performance with the stock 2-blade propeller. Ours has an STC approved 3 blade with more drag. My repeated experience is this airplane is it [does not glide well] and in a downwind engine-out maneuver you must remain close-in and turn for the runway immediately or be assured the runway will not be made.

    I have told myself to never attempt a 180 engine out in this Arrow 3 unless at 1400' or greater AGL. Below that it is much safer to continue ahead.

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  20. Addition to last: The Arrow 4 is a T-tail and the Arrow 3 is conventional. All else the same.

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  21. Here are the V-speeds for a stock Piper Arrow III 28R-201 for your reference.

    .https://studylib.net/doc/18185819/pa-28r-201-arrow-iii-speeds

    JW

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  22. Sorry, I put a period in front of the web address. This one is correct.

    Here are the V-speeds for a stock Piper Arrow III 28R-201 for your reference.

    https://studylib.net/doc/18185819/pa-28r-201-arrow-iii-speeds

    JW

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    Replies
    1. Your reference is incorrect for the accident AC, which is a Turbo Arrow.

      On aircraft equipped with the backup gear extender, lock emergency gear
      lever in OVERRIDE ENGAGED position before airspeed drops to 106
      KIAS to prevent the landing gear from free falling.
      Trim for 97 KIAS.
      Locate suitable field.
      Establish spiral pattern.
      1000 ft. above field at downwind position for normal landing approach.
      When field can easily be easily reached slow to 75 KIAS for shortest landing.

      Energy management in an Arrow requires keeping the gear up. If this one had the "automatic" gear extension, locking out the gear is imperative.

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    2. UPDATE: The glide distance with the landing gear extended
      is roughly halved. The 97KT Best Glide speed was updated and called out by Piper in 2011, see section 3.13. Make sure you have the latest revision of VB940 in your aircraft. PN 761-691. This applies to Turbo Arrow only.

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    3. Accident AC is NOT Turbo Arrow, it is normally aspirated Arrow IV.

      Note: A good thing to practice occasionally is to establish a takeoff climb config at safe altitude, pull power to idle and make a 180 or 270 degree turn with 30-deg bank. See how much altitude you lose. Nice to know if you actually lose power on takeoff.

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  23. Didnt care for the oil under the cowling while doing preflight. Daammmm.. WTF....
    That engine was weak and wrecking itself due oil loss. Climbed weak and shallow. He had gear and flaps full down when crashed. Seems like he climbed shallow angle and got far away from the airport to be reached with a 180 turnback he did. Im a CFI for over 23 years..

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    Replies
    1. Cutting corners. Typical. To everyone else…research the pilot ahead of time

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  24. It raises a question - the next time I go up in the '77 Arrow 3 (in the shop for all gear bushings replacement) I will go idle clean at 97kts, 85kts and 75kts and record the sink rate. Then put the gear down and do the same. This could get interesting.

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  25. ref: VB940 in your aircraft. PN 761-691. This applies to Turbo Arrow only. - thanks for the info.

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  26. This aircraft was equipped with a digital cylinder temp gauge. Even if you “missed” the oil puddles, part of run up and cleaning up the aircraft required at least a glance at this gauge.

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  27. 160LL was not equipped with the auto gear drop feature. Flew this airplane many times.

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  28. This is an Arrow 4. T-tail, and it did not have a turbo. It was a little tricky on take off and landing with the T. But man was it incredible at cruise. Handled like a Corvette does on the road. Don’t know if pilot had time to run the emergency checklist, but it said to keep the plane “cleaned up”, gear up, flaps up and pitch for glide. Obviously not a lot of room for the pitch, but gear should have been up. Flaps stowed. As other have pointed out, the pilot should never have made the 180 turn. This plane is somewhat difficult (compared to a high wing noneT) in steep turns with full power and at altitude.

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