History of Flight
On March 4, 2010, about 1245 eastern standard time, a Cessna T303, registration N9305T, was substantially damaged during impact with a residential area after a loss of engine power during takeoff from Louisa County Airport (LKU), Louisa, Virginia. The certificated commercial pilot was killed. The personal flight was conducted under 14 CFR Part 91. Visual meteorological conditions prevailed, and no flight plan was filed for the planned flight to Danville Regional Airport.
The airplane had flown from Manassas Regional Airport to LKU, where it was fueled with 148.7 gallons of 100 low-lead aviation gasoline. It departed on runway 27, a 4,300-foot-long asphalt runway. A witness inside a fixed-base operator building heard at least one engine "didn't sound right" and seemed to be "running rough and not making power." By the time the witness went to the rear door, the airplane was out of sight.
Several witnesses about half a mile northwest of the airport observed the airplane pass overhead in a right turn with abnormal engine noise. Two witnesses reported grayish black smoke emanating from the airplane—one said it came from the right engine, the other from the tail section. The airplane then rolled left and descended nose-down into the front yard of a residence. A postcrash fire consumed most of the wreckage and the residence. One person inside the residence exited without injury.
Personnel Information
The 62-year-old pilot held a commercial pilot certificate with ratings for airplane single-engine land and instrument airplane, and a private pilot certificate with a rating for airplane multiengine land. His most recent FAA second-class medical certificate was issued on April 14, 2008, at which time he reported 2,193 total flight hours. A partially fire-damaged logbook showed approximately 2,255 total hours, though no dates were legible.
Aircraft Information
The six-seat, low-wing, retractable-gear airplane, serial number T30300001, was manufactured in 1981. It was powered by two Teledyne Continental Motors TSIO 520-AE, 250-horsepower engines (one counter-rotating) with McCauley propellers. Maintenance logbooks, partially consumed by fire, showed the most recent annual inspection completed on December 29, 2009. A work order noted: "Right engine EGT running high…Removed turbo air cleaner filter… No faults found. Lubricated turbo waste gate. Further T.S. required. Removed and cleaned fuel injectors… ops check good." Additional maintenance from December 31, 2009, to January 27, 2010, addressed a rough right engine at cruise, involving fuel pump, injectors, plugs, and fuel system adjustments per TCM SID97-3E.
Meteorological Information
At 1240, LKU reported wind from 330 degrees at 10 knots gusting to 14 knots, visibility 10 miles, clear sky, temperature 9°C, dew point -9°C, altimeter 29.83 inches of mercury.
Wreckage and Impact Information
All major components were accounted for. No debris path or damage to trees or wires was observed. The airplane came to rest flat and upright on a heading of 220 degrees magnetic. The cockpit and cabin were consumed by fire; the empennage, engines, and inboard right wing remained intact. Rudder, elevator, and aileron control continuity were confirmed. Landing gear was retracted; flaps were at 10 degrees. The left propeller had separated; one blade was buried in mud. The right propeller remained attached. Both propellers exhibited impact damage but no preimpact mechanical malfunction. The left propeller showed signatures consistent with power at impact; the right propeller showed signatures consistent with low or no power.
Both engines were examined at the manufacturer's facility. The left engine revealed no abnormalities that would have prevented normal operation. The right engine also revealed no preimpact abnormalities, but its throttle and control assembly was not recovered and was presumed destroyed in the fire, preventing verification of the right engine's fuel setup.
Medical and Pathological Information
An autopsy was performed on March 5, 2010. Toxicological testing detected 0.8 ug/ml cyanide in the pilot's blood; the pilot's body was extensively burned.
Additional Information
The airplane's information manual included procedures for continued takeoff with an engine out, including feathering the propeller and setting airspeed to 97 KIAS (93 KIAS with obstacles ahead).