Piper PA46 accident near Sunset, South Carolina, July 17, 2025

The NTSB's narrative preliminary · quoted from the NTSB record

On July 17, 2025, about 1122 eastern daylight time, a Piper PA-46-310P, N460WW, was substantially damaged when it was involved in an accident near Sunset, South Carolina. The commercial pilot was not injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 positioning flight. The pilot stated that as part of his preflight inspection he added two quarts of oil to bring the engine to a total of 6.5 quarts. After departure during climb at full power the manifold pressure increased and decreased, which should have been between 35 and 36 inches of mercury (inHg). During that same time there was a corresponding exhaust gas temperature (EGT) variation. He leaned the fuel to air ratio which helped, but while over mountains he decided to continue away from them while monitoring the situation. While continuing to climb passing five or six thousand ft mean sea level (msl) the engine began vibrating with fluctuating power; the No. 2 cylinder EGT was rising and decreasing, with a corresponding engine vibration. The No. 2 cylinder head temperature (CHT) was about 100º cooler than normal, while turbo No.1 was 300 to 400° cooler; otherwise the engine gauges were in the green arc. He continued the climb then during cruise flight with the manifold pressure at 25 inHg, the No.2 cylinder EGT was reading very low 700 to 800º. Because he was above a cloud layer and unsure of the bases of the clouds due to a low instrument flight rules Airmet, he initiated a descent from 14,500 ft msl to 12,500 ft msl to not have to deal with hypoxia until he could find an area free of clouds. After a few minutes he noted the oil pressure was at the yellow/bottom of the green arc and decided to maneuver towards Pickens County Airport (LQK), Pickens, South Carolina. The oil pressure light illuminated and with a cloud opening and the engine still developing power he reduced engine power, lowered the landing gear and after descending a few thousand ft the engine RPM increased to 3,000. He pulled the propeller control back and contacted Federal Aviation Administration air traffic control and requested to proceed direct to LQK. He then raised the landing gear and advised the controller of the situation. He slowly applied engine power, but the engine became extremely rough, and he heard a “pop” sound followed by oil spray on the windshield with smoke coming from the engine cowling. Unable to reach LQK, which was 9 to 10 nautical miles away from his present position, he decided to perform a forced landing on a golf course. He turned back towards the golf course and applied full power but there was no change in engine rpm. He cleared trees then touched down on a golf course fairway landing up hill. After landing the main left gear separated and the nose landing gear collapsed allowing the propeller to contact the ground. After exiting the airplane he noted oil from the front of the engine cowling to the wind screen and along the length of the bottom fuselage. Postaccident inspection of the accident site revealed that airplane came to rest about 315 ft from the initial touchdown point. A path of oil was noted exiting the right side of the nose cowling onto the windshield, and the Continental Aerospace Technologies TSIO-550-C (1) engine only had 3/4 quart of oil registering on the oil filler gauge and rod. Multiple holes were noted in the engine crankcase, the left magneto was separated, and a fractured connecting rod was observed. The airplane was recovered and retained for further examination.

The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.