History of Flight
On August 3, 2008, about 0246 eastern daylight time, a Piper PA-32RT-300T, registration N39758, was substantially damaged after striking trees and impacting the ground during initial climb following takeoff from Palatka Municipal Airport, Lt. Kay Larkin Field (28J), Palatka, Florida. The certificated private pilot and one passenger sustained minor injuries. Visual night meteorological conditions prevailed, and no flight plan was filed for the personal flight destined for Herlong Airport (HEG), Jacksonville, Florida, conducted under 14 CFR Part 91.
The flight originated from Birmingham International Airport (BHM), Birmingham, Alabama, at approximately 1830 EDT with the pilot and two passengers, all family members. The intended destination was Kendall-Tamiami Executive Airport (TMB), Miami, Florida, with a planned fuel stop at 28J. Due to a 15-knot headwind encountered during cruise, the fuel stop became necessary. The airplane landed at 28J around 2120 EDT. After refueling, one passenger was found unconscious in the fixed base operator's building and was transported to a local hospital. Approximately three hours later, it was decided the passenger would be airlifted to a hospital in Jacksonville. The pilot and the remaining family member then departed for HEG in the accident airplane.
The pilot elected to depart from runway 17 after observing a light wind from the southeast via the windsock. He reported that the airplane appeared to "accelerate okay," but the takeoff roll seemed "a little long." After reaching 75 knots, the airplane began its initial climb. Once a positive climb rate was established, the pilot initiated landing gear retraction and observed the "gear in transit" light illuminate. He then retracted the flaps, heard a brief sound from the stall indicator horn, and subsequently reduced the airplane pitch attitude to achieve an airspeed of 70 knots. The manifold pressure indicated 33 inches, and he increased it to 36 inches, but the airplane did not accelerate. To gain altitude, the pilot selected "one notch of flaps." The airplane struck a tree, rotated approximately 180 degrees, and impacted the ground, coming to rest. The pilot and passenger saw fire coming from the right wing and exited via the rear door.
A witness, the owner of adjacent property, reported being awakened by a helicopter and then hearing the accident airplane attempt to take off. She stated it "sounded like a training flight where they shut off the engine." She heard the impact and then saw the light and heard the explosion.
Pilot Information
The pilot, aged 64, held a private pilot certificate with single-engine land and instrument airplane ratings, as well as a United States Military Certificate and was a Military Instructor Pilot. His most recent FAA third-class medical certificate was issued on May 18, 2007, with limitations for corrective lenses. The pilot's logbook was consumed by the post-crash fire. He estimated 4,500 hours of total flight experience, including 1,500 hours as a military instructor pilot and 1,200 hours as a civilian pilot. He also estimated 750 hours in the accident airplane make and model, including 3 hours of night flight within the preceding 90 days.
Aircraft Information
The six-seat, low-wing, retractable-gear airplane was manufactured in 1978. It was powered by a Lycoming TIO-540-S1AD, 300-horsepower engine, equipped with a Hartzell controllable-pitch propeller. An annual inspection was completed on July 11, 2008, at which time the airframe had 3,462.6 total hours, and the engine had 1,573.1 hours since overhaul. The pilot reported about 15 hours since the inspection.
Meteorological Information
The 0255 recorded weather at St. Augustine Airport (SGJ), 26 miles northeast of the accident airport, reported calm winds, visibility 10 miles, clear skies, temperature 23°C, dew point 22°C, and an altimeter setting of 29.96 inches of mercury.
Wreckage and Impact Information
Examination by an FAA inspector revealed that the engine had separated from the firewall and remained inside the cowling. The two-bladed propeller was oriented perpendicular to the ground; the upper blade showed no rotational scoring, the lower blade was bent forward, and the spinner was crushed. The cabin and cockpit area were consumed by fire. Control continuity was verified from the right wing root to the right wing aileron and from the aft cabin bulkhead to the rudder. The left wing was intact, and the left wing fuel tank was full of fuel.
Post-recovery engine examination at the recovery facility found no external indications of mechanical failure or malfunction. Engine control cable continuity was established, with the throttle found in the closed position, mixture full rich, and propeller control at high rpm. The lubrication system contained clean oil, and the oil filter and suction screen were free of contamination. Turbocharger components showed no defects, and the turbo turned freely. The fuel pump was attached, rotated freely, and pumped fuel. The magneto system produced sparks from all towers, spark plugs appeared normal, and all six cylinders produced compression. No pre-impact anomalies were found.
Post-Accident Interview
In a phone interview with the NTSB, the pilot stated he awoke around 0800, worked in the yard, and took a nap of less than 45 minutes while being driven to the airport. He noted it was possible his habit of removing his hand from the throttle during departure (to raise landing gear, trim, etc.) may have allowed the throttle to "work its way back," resulting in reduced power.