CEN25LA018 · Piper PA-32R-301

The pilot and two passengers completed an uneventful flight and refueled the airplane. They departed again, and while established in cruise flight, the engine gradually lost power. The pilot’s troubleshooting attempts were unsuccessful in restoring engine power, and the pilot performed a forced landing, which resulted in substantial damage to the left wing and fuselage. Postaccident examination revealed that the air induction hose (scat duct) to the fuel servo was the incorrect part and was also damaged and degraded. The scat duct had several tears on the outside that were covered with orange sealant. The sealant was torn open in several places but appeared to have been previously covering tears in the scat duct. The scat duct’s internal metal wire was loose and had been rubbing/chafing on the inside of the airbox. The scat duct was able to collapse easily when light pressure was applied to the outside; the internal wiring shifted easily and allowed the scat duct to collapse. The collapsed duct would have restricted airflow to the engine and resulted in a loss of engine power. During an annual inspection about 7 months before the accident, the lower cowl induction air scoop was rebonded to the engine cowling. The failed scat duct would have likely been removed and reinstalled to the airbox during this work, and the mechanic would have been able to assess its condition and recognize that it was not a manufacturer-approved part. The airplane’s maintenance logbooks did not document when the scat duct was originally installed or subsequently repaired.

Verbatim NTSB analysis and probable cause from the NTSB dataset