History of Flight
On August 28, 2008, at 1434 Pacific daylight time, a Piper PA-31-350 (twin-engine airplane), registration N212HB, experienced a loss of right engine power during en route climb a few minutes after departing from runway 7 at North Las Vegas Airport (VGT), Las Vegas, Nevada. The pilot terminated his intended flight to Palo Alto, California (PAO), and attempted an emergency landing back at VGT. While descending on short final approach, the airplane collided with several objects and ultimately crashed in a residential area about 1.25 miles from the departure runway. The airplane was substantially damaged by fire. The airline transport pilot, who was the sole occupant in the airplane, was fatally injured. Of the five persons located at the impacted private residence, one received minor injuries, and four were not injured. The flight was performed under 14 CFR Part 91. Visual meteorological conditions prevailed, and no flight plan was filed. The airplane was owned and operated by Aeronet Supply, an airplane brokerage company based in Gardena, California.
According to Aeronet's owner, the recently hired contract ferry (accident) pilot intended to fly the airplane to PAO, where connections of previously installed ferry tanks and avionics would be completed. After FAA approval, the pilot was to ferry the airplane to Korea for delivery to its prospective new owner.
Radar and audio data review indicated that after takeoff from VGT's runway 7, the pilot commenced a counterclockwise left climbing turn to a westerly course. By 1427, the airplane passed abeam and north of VGT climbing through 3,400 feet. By 1429, about 5 miles west of VGT at 3,900 feet, the maximum altitude. Over the next minute, the airplane turned left to a southwesterly heading and descended to 3,600 feet. By 1431, at 3,500 feet about 7 miles west of VGT, the pilot reversed course eastbound and at 1431:29 declared an emergency with Las Vegas TRACON, requesting immediate return to VGT. At 1432:05, the pilot broadcast an “engine failure rough engine” at 2,800 feet. The last radar position at 1433:48 showed 2,400 feet, about 400 feet from the initial point of impact.
Three witnesses reported observing the airplane. One heard “several pops” and saw black smoke from the right engine, then a hard left turn east. Another saw puffs then continuous white smoke from the right engine, with orange flames and a “ball of flame” below the engine, and heard three “boom” sounds like backfires. A third witness documented continuous white smoke from the right engine, fire beneath it, and a couple of explosions with a larger fireball. He noted the left engine produced two or three quick puffs of smoke but no fire. The landing gear was retracted. A witness near the crash site saw smoke and flames from the right side as the airplane impacted power lines, nosed over, and crashed inverted into a house. Ground impact was followed by explosion and fire.
Examination of the accident site revealed a severed tree top, downed power lines, and the right wing tip in the street. The fuselage came to rest inverted on a concrete block wall between two houses.
Personnel Information
The 38-year-old pilot held an airline transport pilot certificate with commercial privileges for single-engine land and sea airplanes. He also held an airframe and powerplant mechanic certificate with inspection authorization. According to his resume dated August 26, 2008, his total flight time was 3,195.3 hours, with 2,733.1 hours as pilot-in-command and 797.7 hours in airplanes. He reported 100 hours in the PA-31 model. In May 2007, he received a first-class medical certificate with corrective lenses restriction. He had no reported previous flying experience in the accident airplane and was not familiar with the specific ferry tank installation.
Aircraft Information
The Piper PA-31-350 “Chieftain,” serial number 31-8152072, was manufactured in 1981. It had a standard airworthiness certificate. The airplane was equipped with Lycoming TIO- and LTIO-540-J2B engines (350 hp), Garrett turbochargers, and Hartzell propellers. Total time was about 6,373 hours; engines had about 26 hours since major overhaul. The operator reported accident weight of 6,600 pounds; maximum gross weight is 7,000 pounds. Modifications included vortex generators and Panther conversion winglets. The single-engine climb speed per the flight manual supplement was about 105 knots.
The fuel system had been modified with four ferry tanks in the passenger cabin and nose, connected to the existing wing fuel system. The original ferry pilot (not the accident pilot) fabricated flexible fuel lines and tee fittings between the fuel selector valve and fuel strainer in each wing. No modifications involved engine compartment fuel lines.
The Pilot’s Operating Handbook (POH) provided procedures for in-flight fires, including moving the firewall shutoff valve to off, closing throttle, feathering propeller, mixture idle cutoff, closing cowl flaps, turning off magneto switches, emergency fuel pump, fuel selector, and pulling fuel boost pump circuit breaker.
Wreckage and Impact Information
The initial point of impact (IPI) was about 1.25 miles west-southwest of runway 7’s threshold (251 degrees magnetic, elevation 2,204 ft msl), about 650 feet south of the extended centerline. The airplane struck a tree at 50-75 feet AGL, then power lines. Downed power lines were about 150 feet east of the IPI. About 90 feet further east, green navigation light lens fragments and the partially burned right wing tip were found. The main wreckage was about 70 feet east of the winglet, adjacent to a crushed automobile containing the right propeller assembly. The fragmented, melted main wreckage was next to a residence partially consumed by fire. The fuselage was inverted against a block wall. The IPI to main wreckage distance was about 280 feet at 095 degrees; main wreckage elevation about 2,260 ft msl. GPS coordinates: 36°12.683'N, 115°13.479'W.
Medical examination revealed the pilot’s cause of death as extensive thermal injury and multiple blunt force trauma. Toxicology tested negative for carbon monoxide, cyanide, ethanol, and drugs.
Tests and Research
Radar data indicated the airplane reached 3,900 feet, then reversed course and descended. At 1429, ground speed was 125 knots; by 1434, it descended to 2,400 feet and slowed to 100 knots. Under prevailing conditions, an undamaged PA-31-350 with one engine inoperative should have been able to climb 100-200 fpm or at least maintain altitude when flown at 105 knots IAS. The airplane’s ground speed of 100 knots corresponded to a true airspeed of 100 knots (assuming zero wind) and an IAS of about 89 knots, which is 16 knots slower than the required 105 knots.
The airplane’s maintenance history showed an annual inspection in June 2008, installation of nacelle fuel tanks and overhauled components. The original ferry pilot performed additional work and certified the airplane airworthy on August 10, 2008. However, the Las Vegas FSDO did not issue ferry flight approval due to the ferry tank installation not being approved. The accident pilot was hired to fly the airplane to PAO to obtain approval there, despite knowing that the ferry tanks needed to be disconnected before that flight.
Post-crash examination revealed that most of the structure was consumed by fire. The right wing’s nacelle fuel tank showed outward bowing indicative of over-pressurization. The left engine exhibited uniform thermal damage; the right engine was partially shielded by debris. Fuel system fittings were fractured and partially melted.