Accident Overview
On February 26, 2009, about 1510 eastern standard time, a Piper PA-28-140, registration N4981T, was substantially damaged during a landing attempt at Ridgeland Airport (3J1), Ridgeland, South Carolina. The certificated private pilot sustained serious injuries, and the flight instructor-rated passenger was killed. Visual meteorological conditions prevailed, and no flight plan was filed for the local personal flight conducted under 14 Code of Federal Regulations Part 91.
Pilot Information
The pilot held a private pilot certificate with a single-engine land rating and had 160 total flight hours. His most recent FAA third-class medical certificate was issued on March 24, 2008. According to his written statement and an interview with an FAA inspector, the pilot initially departed from runway 21. Shortly after takeoff, he returned to land on runway 21 because he believed the engine was not producing sufficient power. During the traffic pattern, the airplane never exceeded 500 feet above ground level. After an uneventful landing, he taxied back for another departure from runway 21. He performed an engine run-up, noted everything was normal, and departed again.
During the climb and downwind leg, the pilot again felt the engine lacked power and elected to return to land on runway 03. He turned toward the runway and recalled thinking the airplane was high and fast but aligned with the centerline. He subsequently landed hard on the runway. The pilot stated the airplane was never higher than 200 feet above ground level during this approach.
Witness Observations
Several witnesses provided written statements, which varied in specific actions but generally described a series of takeoffs and landings from each end of the single runway. During the final moments, witnesses observed the airplane flying low and banking over hangars near the south side of the airport. The airplane continued toward the runway at a 45-degree angle before the right wing struck the pavement. The airplane then touched down, collapsing the landing gear, and skidded off the west side of the runway.
Aircraft Examination
An examination of the airplane by a representative of the airframe manufacturer under FAA supervision on March 3, 2009, revealed impact damage from the engine compartment firewall aft to the trailing edge of both wings. Flight control continuity was established from the cockpit to all control surfaces. The stabilator trim indicator was in the neutral-to-nose-up position.
Engine examination showed fuel present in the electric fuel pump. The carburetor was breached and absent of fuel. The fuel strainer bowl was absent of fuel or debris, with no signs of blockage. Fuel was found in both tanks, but water was present in the right fuel tank. The right fuel tank cap gasket was hard and worn, and the fuel cap adapter exhibited corrosion and rust at the seal point. Light to heavy rain had occurred for at least two days prior to the examination. No evidence of obvious mechanical deficiencies was noted.
The airplane, manufactured in 1972, had its most recent annual inspection on May 14, 2008; total hours at that inspection were not recorded.
Weather
The 1456 weather observation at Beaufort Marine Corps Air Station (NBC), 14 nautical miles east, included a broken ceiling at 6,500 feet, 7 statute miles visibility, wind from 180° at 5 knots, temperature 21°C, dewpoint 9°C, and an altimeter setting of 30.30 inches of mercury.