History of Flight
On September 6, 2010, at about 0815 Pacific daylight time, a Piper PA-32RT-300, N36072, departed from Henderson Executive Airport (HND) near Las Vegas, Nevada, on a personal cross-country flight to Roswell, New Mexico. The airplane impacted a tree and light pole within a residential neighborhood shortly after takeoff, resulting in substantial damage. The private pilot and one passenger were killed; two passengers sustained serious injuries. Visual meteorological conditions prevailed, and no flight plan was filed.
A controller at the HND tower cleared the airplane for takeoff on runway 35L with a right turn departure. The controller observed the airplane remain on the runway until just after the 4,000-foot point, and after lift-off, it did not appear to be climbing. The controller estimated the airplane crossed the departure end of the runway at about 50 feet above ground level. As the airplane continued north at low altitude, the controller issued a clearance for a left turn to gain altitude due to rising terrain to the east. The pilot responded affirmatively and reported trouble gaining altitude. Shortly after, the pilot advised he had to return to the airport. The controller cleared the airplane direct to the airport and subsequently observed it descend below a tree line, followed by a plume of black smoke.
A witness near the accident site reported seeing the airplane at about 200-300 feet agl, not climbing. The witness observed the airplane turn left, descend below a tree line, and then saw a plume of black smoke. The witness noted the landing gear and flaps were retracted, and the engine sounded like it was "straining to keep the airplane airborne."
Two passengers in the aft seating area reported that the pilot initially had difficulty starting the engine, which had occurred on previous flights, but it ran fine after starting. As the pilot attempted to taxi, the airplane did not initially move; the pilot thought it was still chained. The airplane then moved, and the pilot taxied to the run-up area. One passenger stated that during takeoff, the airplane "climbed slowly as always then started to feel different, like it [the airplane] was stepping down." Shortly after, the passenger heard the pilot say they were losing altitude, followed by sounds like terrain alarms and the engine surging.
Pilot Information
The pilot, age 50, held a private pilot certificate with an airplane single-engine land rating issued January 20, 2009, and a third-class medical certificate issued July 22, 2010, with no limitations. He reported 295 total flight hours on his most recent medical application, but his logbook showed 318.7 hours as of September 3, 2010, including 29.8 hours in the previous 30 days and 35.8 hours in the previous 90 days. He had logged 139 hours in the accident make/model.
Aircraft Information
The six-seat, low-wing, retractable-gear airplane (serial number 32R-7885156) was manufactured in 1978 and powered by a Lycoming IO-540-K1G5D engine rated at 300 horsepower, equipped with a Hartzell adjustable-pitch propeller. The pilot registered the airplane on December 23, 2009. The most recent annual inspection was completed on March 30, 2010, at a tachometer time of 3,426.20 hours (engine total time 3,507.18 hours, 1,437.48 hours since major overhaul).
Airport refueling records showed the airplane was topped off with 48.2 gallons of 100 low-lead fuel on September 3, 2010. Various items including clothing, charts, and personal effects were found in the wreckage. Baggage from forward, middle, and aft areas weighed a total of about 183 pounds. The airplane's empty weight was 2,176.8 pounds with a useful load of 1,423.2 pounds; maximum gross weight was 3,600 pounds. Using occupant weights, weighed luggage, 94 gallons of usable fuel, and the landing gear retracted, the center of gravity was calculated at 93.82 inches (within the envelope of +82 to +96 inches), but total weight was 3,636.2 pounds, exceeding maximum gross weight.
Manufacturer's performance charts indicated the weather conditions were within the airplane's performance capability. With maximum gross weight, flaps-up takeoff ground roll was about 2,450 feet; flaps second notch takeoff ground roll about 2,200 feet. Takeoff distance over a 50-foot obstacle was calculated at about 4,450 feet flaps-up and 3,500 feet with flaps in the second notch. Climb performance with gear down was about 430 feet per minute; gear up climb was about 650 feet per minute.
Weather and Airport
At 0756, the HND automated weather station reported wind from 050° at 6 knots, visibility 10 statute miles, clear sky, temperature 27°C, dew point -3°C, altimeter 29.88 inHg. Density altitude was about 4,539 feet msl; pressure altitude about 2,530 feet msl. Henderson Executive Airport is a controlled airport with Class-D airspace, field elevation 2,492 feet msl, and runways including 35L (6,510 feet long, 100 feet wide).
Wreckage and Impact
The wreckage debris and broken tree limbs were scattered along a 268-foot path on an approximate 285° magnetic heading from the initial point of contact (IPC), consisting of a damaged tree and adjacent light pole about 25 feet above ground. A portion of the left flap was found 37 feet beyond the IPC near a damaged cinder block wall. A separated section of the outboard left wing and aileron was located 60 feet beyond the IPC, exhibiting fire damage. Four ground scars consistent with propeller slash marks were observed 53 feet beyond the IPC, with 18-inch spacing. The vertical stabilizer, rudder, and horizontal stabilator assembly was found 100 feet beyond the IPC. The right wing structure was in the middle of a residential street about 161 feet from the IPC. The main wreckage came to rest on its side about 224 feet beyond the IPC and was later rolled upright by first responders. A cabin door was found 268 feet beyond the main wreckage. The accident site elevation was about 2,250 feet msl.
All major structural components were accounted for. Examination of the airframe and flight control systems revealed no evidence of preimpact mechanical malfunction. The engine was partially separated; the propeller remained attached but blades were bent opposite rotation and exhibited S-bending, with tip loss of about 5-6 inches. Striations were noted on the blade faces. No preimpact malfunction was found in the engine or systems.
Medical and Pathological Information
An autopsy on the pilot was conducted on September 8, 2010; the cause of death was determined to be multiple blunt force injuries. Toxicology tests by the FAA's Civil Aeromedical Institute were negative for carbon monoxide, cyanide, volatiles, and drugs.
Post-Accident Examination
The propeller assembly and governor were examined on January 10, 2011, at Hartzell Propeller Inc. The pitch change rod and both blade pitch change knobs were fractured, consistent with impact forces. The propeller governor performed satisfactorily on a test bench, though the pressure relief and high RPM settings were slightly out of specification, but no anomalies precluded normal operation. The throttle body fuel servo was examined on January 27, 2011, at Precision Airmotive LLC, and no anomalies were found.
A Garmin GPSMAP 496 handheld GPS was recovered and data extracted. The data showed the flight taxied onto runway 35L at taxiway bravo before takeoff roll. Groundspeed increased to about 77 knots, and the airplane became airborne just beyond taxiway echo, about 4,148 feet from taxiway bravo. Over the next 54 seconds, the flight remained on a northerly heading, altitude increasing to a maximum of 2,530 feet msl, groundspeed fluctuating between 73 and 79 knots. A left turn to a north-northwest heading followed, with groundspeed between 75 and 83 knots and decreasing altitude. The last recorded data point was near the IPC at 72 knots groundspeed and 2,257 feet msl.