History of Flight
On June 14, 2009, at 1421 eastern daylight time, a Piper PA-28R-180, registration N3226R, operated by Kolath Airlines LLC, was substantially damaged when it collided with the Mohawk River after departing runway 33 at Mohawk Valley Airport (K13), Scotia, New York. The flight was conducted under Title 14 Code of Federal Regulations Part 91 as an instructional flight. Visual meteorological conditions prevailed, and no flight plan was filed. The three occupants—a certificated flight instructor (CFI), a student pilot, and a passenger—were killed.
A witness waiting for the accident airplane to depart reported that the airplane attempted three takeoff rolls. The first two resulted in brief lift-offs followed by returns to the runway, with the tail striking the ground on the second attempt. On the third attempt, the airplane became airborne, cleared brush at the runway end, but then settled into the river with a slightly high nose attitude. Another witness, preparing for a skydiving flight, observed the takeoff and noted that the airplane lifted off barely above weeds at the runway end and began sinking toward the river. He stated that the pilot pulled the nose up sharply, causing a stall, and the tail slid into the water.
A person fishing near the airport saw the airplane descend over the tree line at 25–30 feet. He described the engine as sounding like it was misfiring. The airplane turned left just before hitting the water, landed about 25 feet from his boat, spun left, and pitched nose-down. The witness dove into the water and attempted to open the cabin door twice but was unsuccessful before the airplane sank. He reported skin and eye irritation from fuel in the water.
Personnel Information
The CFI, age 52, held a commercial pilot certificate issued April 12, 2005, with ratings for airplane single-engine land, multiengine land, and instrument airplane. He also held a flight instructor certificate issued October 31, 2008, with a single-engine rating. His second-class medical certificate dated December 2, 2008, required corrective lenses for near vision. On his medical application, he reported 1,600 total flight hours, with 50 hours in the last six months. To his insurance carrier on December 15, 2008, he indicated 1,315 total hours, including 1,000 in single-engine airplanes, 213 multiengine, and 102 turboprop. His logbook showed 360.4 total hours; of which, 205.9 hours were in single-engine land, 2 hours in the PA-28R-180, and 154.5 hours in multiengine airplanes. The student was his first student since obtaining his CFI certificate. He had flown 5.5 hours with the student in the last 30 days and 25 hours in the last 90 days. The CFI's family reported an additional logbook that could not be located.
The student pilot, age 42, held a third-class medical certificate issued November 3, 2008, and reported 65 total flight hours on his application. His logbook indicated 134 total hours, with 85.4 hours in the PA-28R-180. He had 17.3 hours as pilot-in-command, including 10.2 in the accident aircraft. In the last 30 days, he flew 14.5 hours (9 as PIC); in the last 90 days, 36.8 hours (15.7 as PIC). All dual flights in the last 90 days were with the CFI.
Aircraft Information
The airplane was a four-seat, single-engine, low-wing monoplane, serial number 28R-31135, manufactured in 1969. It was powered by a Lycoming O-360-B1E 180-horsepower engine and a Hartzell constant-speed propeller. The last annual inspection was August 25, 2008, at tachometer time 2814 hours. The tachometer at the accident site read 2890.1 hours, indicating 76.1 hours since the last annual. The total airframe time was 2890.1 hours. The engine had been overhauled on December 7, 1999, at 5,229.7 total hours, and had 981.3 hours since overhaul. It was not determined when the airplane was last refueled.
Meteorological Information
The 1351 surface weather observation at Albany International Airport (ALB), 12 miles southeast, reported wind 050° at 7 knots, visibility 10 miles, ceiling 4,600 feet broken, temperature 22°C, dew point 12°C, altimeter 29.97 inHg. Density altitude was calculated at 1085 feet. The 1451 observation recorded wind 060° at 5 knots, visibility 10 miles, clear, temperature 24°C, dew point 11°C, altimeter 29.95 inHg.
Airport Information
Mohawk Valley Airport (K13) is located at elevation 243 feet, 3 miles northwest of Scotia, New York, and is privately owned. No airport services are available. The turf runway is 1,840 feet long and 120 feet wide. Twenty-nine-foot-tall trees are located 102 feet from the departure end of runway 33. Grass height was measured at 3 inches; it had been mowed 5 days before the accident.
Wreckage and Impact Information
The wreckage was found east of Lock 9, about 18 feet below the surface of the Mohawk River, 625 feet from the departure end of runway 33. It was recovered on June 15 by a dive team and transported to a hangar at Schenectady County Airport. Examination of the airframe, flight controls, engine, and accessories revealed no precrash mechanical failure or malfunction. The flaps were found retracted, and the landing gear was extended. After drying, the engine was started, run at full power without hesitation, and shut down.
Medical and Pathological Information
Postmortem examinations determined the cause of death for all three occupants as drowning. Toxicology tests on the CFI were negative for carbon monoxide, cyanide, and ethanol; naproxen was detected. Tests on the student pilot were negative for carbon monoxide, cyanide, ethanol, and basic, acidic, and neutral drugs. The passenger’s autopsy also listed drowning as cause of death.
Additional Information
The PA-28R-180 checklist for a soft field takeoff specifies flaps at 25 degrees, back pressure to keep nose up, obstacle speed Vx 78 KIAS, and normal climb speed Vy 87 KIAS. The owner’s handbook states that takeoffs are normally made with flaps up, but for short-field or difficult conditions (deep grass, soft surface), flap deflection of 25 degrees reduces distances. Calculated takeoff distances using performance charts showed that total distance to clear a 50-foot obstacle was about 2,300 feet with no flaps and about 1,950 feet with 25-degree flaps. Ground run was about 1,350 feet with no flaps and 1,100 feet with flaps. A photograph taken after a previous landing showed the CFI in the right front seat, the student in the left front, and the passenger in the left rear.