History of Flight
On October 6, 2010, about 1204 central daylight time, a Piper PA-32R-300, N3402Q, impacted a building after takeoff from runway 36 at Naper Aero Club Airport (LL10), Naperville, Illinois. The certificated private pilot and a passenger received serious injuries; the airplane sustained substantial damage to the fuselage and wings. Visual meteorological conditions prevailed. The airplane was registered to Airplane Holding Company and operated by the pilot under 14 CFR Part 91 as a personal flight. An instrument flight rules flight plan was filed to Allegheny County Airport, Pittsburgh, Pennsylvania. The flight was originating at the time.
A witness preflighting his airplane at LL10 noted the airplane during its run-up; the engine did not sound loud compared to other higher performance airplane engines. He observed the airplane taxi onto runway 36, and without stopping, power was applied for takeoff. The witness watched the airplane use the entire runway and not lift off, similar to an airplane that has landed and taxies to the runway end. He saw the airplane in a slow climb followed by an immediate and moderate bank to the left, corrected to the right; climb performance was very weak.
Another witness at the southeast corner of the struck building stated the airplane appeared very low, with a twenty-degree nose-high attitude and wings level. The engine was running but seemed to be struggling.
On November 6, 2010, the pilot was interviewed by FAA inspectors. He stated winds were from the west, a direct crosswind at the start of the takeoff roll; he believed no tailwind existed. He said all power settings, airspeeds, manifold pressure, and engine speed appeared normal prior, during, and after takeoff. He had performed weight and balance calculations and knew the load was lighter than normal and within limits. He stated everything was normal at mid-runway, rotated at the end at the stall warning, the airplane did not want to climb, and he could not gain altitude to turn. When asked about runway performance calculations, he declined further questions until he had an attorney.
In a written statement received November 10, 2010, the pilot reported a normal preflight; after liftoff the engine developed full power, then the airplane impacted a building while maneuvering for an emergency landing.
On April 15, 2011, the pilot stated in an interview that he used a short-field technique with flaps extended to the second setting (25 degrees). He set manifold pressure to 25 inches of mercury (Hg) while stopped, increased to 29 inches during the takeoff roll. He realized a problem when the airplane lifted off beyond runway midpoint and lacked climb power. He did not recall airspeed at rotation. The stall warning horn sounded about 5 feet above the runway. He did not retract flaps; mixture was full rich, propeller set for full power.
Personnel Information
The pilot, age 66, held a private pilot certificate with single-engine land and instrument airplane ratings. He was issued a third-class medical certificate on August 26, 2010. His total flight time from logbook entries was 1,141.1 hours. He had no prior FAA records of incidents or enforcement actions.
Aircraft Information
The airplane was a 1977 Piper PA-32R-300, serial number 32R-7780310, powered by a Lycoming IO-540-K1G5D engine, modified with a Rajay turbonormalized turbocharger system under STC SE85WE.
Aircraft logbooks were received on November 10, 2010. The last 100-hour/annual inspection was dated September 22, 2010, at total airframe/engine/tachometer time of 3,339.85 hours, engine time since overhaul 1,240.01 hours. The inspection was owner-assisted, signed by mechanic B. The airframe and engine logbook entries cited several ADs but not AD 2009-02-03, which required installation of a new servo plug gasket to prevent a lean running engine and potential loss of power.
Engine logbook compression ratios at the last annual inspection were: cylinder 1 – 72/80, cylinder 2 – 68/80, cylinder 3 – 77/80, cylinder 4 – 76/80, cylinder 5 – 70/80, cylinder 6 – 76/80.
The Pilot’s Operating Handbook (POH) with a Rajay supplement, FAA Form 337 for STC installation, and a weight and balance form dated February 1, 1993 (empty weight 2,280.80 lbs, moment 83.85 inches) were recovered. Maximum gross weight was 3,600 lbs. The pilot and passenger weighed about 200 lbs and 160 lbs respectively; baggage included 45 lbs between seats and 79.5 lbs of other items. About 90 gallons of 100LL fuel were aboard at takeoff. According to the POH, the 25-degree flaps takeoff distance over a 50-foot barrier was about 1,650 feet.
Meteorological Information
The Lewis University Airport (LOT) automated weather at 1205 recorded wind 270 degrees at 8 knots, visibility 10 statute miles, sky clear, temperature 21°C, dew point 5°C. The pilot reported a direct crosswind from the west at takeoff roll start.
Airport Information
Naper Aero Club Airport (LL10) was a nontowered airport at elevation 702 feet MSL. It had two runways: runway 18/36 (2,575 feet by 30 feet, asphalt) and runway 9/27 (1,750 feet by 70 feet, turf).
Wreckage and Impact Information
The airplane impacted a building about 2,000 feet north of the departure end of runway 36 at an estimated height of 40-50 feet. The airplane was upright on the building roof. The engine, attached to the firewall with the forward baggage compartment, separated and rested inverted. Landing gear was retracted.
Cockpit examination: master switch and fuel pump switch on; magneto switch in both positions; altimeter set about 30.06 inches Hg, indicating about 810 feet MSL; directional gyro about 323 degrees; tachometer 3,342.86 hours; parking brake handle not engaged. Throttle quadrant: cockpit throttle full forward, propeller control about 1/4 inch from full forward, mixture control near forward position; throttle quadrant continuity to engine confirmed. Flight control continuity confirmed; flaps and flap handle at 25-degree positions; pitch trim neutral.
Fuel tank quantities approximately full; fuel selector on right tank; fuel sump filter and filters contained 100LL; fuel hoses connected with no leaks. Engine air intake ducts unobstructed.
The fuel servo (Bendix RSA 10ED1) examination showed the inlet air duct coupling separated from the servo air inlet. A clamp was secured onto itself, but the coupling was not attached to the fuel servo or clamp; the coupling displayed wear consistent with preimpact separation. The opposite end was attached to the inlet air duct and secured.
The engine was attached to all mounts; engine frame attached to firewall with right side deformation. A wire wrapped around an oil sump stud and cylinder 1 baffling was not an approved part. The engine rotated by hand; valve train and accessory continuity confirmed. Internal components showed no gouging or discoloration from oil starvation; connecting rods had brown discoloration consistent with rust. Oil suction screen had carbon contaminants; oil filter dated September 16, 2010, with tachometer time 3,339 hours, no metallic debris. About 7 quarts of oil drained.
Valve spring compression tests (using uncalibrated tool) for all cylinders yielded values outside specified ranges for some springs. Differential compression test at about 80°F showed: cylinder 1 – 72/80, cylinder 2 – 0/80, cylinder 3 – 77/80, cylinder 4 – 65/80, cylinder 5 – 38/80, cylinder 6 – 62/80. Repeated tests on cylinders 2 and 5 gave same results. Debris consistent with building material around number 2 cylinder intake valve. Each cylinder assembly pressure tested at 100 psi; no leaks noted.
Engine timing verified at 20° BTDC; magnetos tested and produced spark from 100 rpm to 3,000 rpm with spark gap above 7 mm. Ignition wire continuity confirmed. Engine starter not engaged.
Exhaust system: no obstruction in muffler or pipes. Left turbocharger exhaust pipe had cracks/holes with brown discoloration consistent with rust; hole edges indicated preexisting condition. A hole in exhaust pipe near fuel servo air inlet; soot present on firewall.
Left turbocharger annotated “Rajay”; data plate missing; no identifying numbers. Right turbocharger annotated “Rajay” with “Reman KelPak Industries, Inc.” and data plate: part number RJ0080-102, serial number 71R6395. Engine oil supply hose to left turbocharger had bends below minimum bend radius. Turbine wheels intact; no rubbing; inlet turbine wheel vanes had residue consistent with rust.
Tests and Research
Component tests: fuel servo flow test within specifications; propeller governor within specs; turbocharger overboost valve within specs.
Previous Occurrence of Partial Loss of Engine Power: Mechanic A stated the pilot complained of loss of engine power that could not be duplicated. During a go-around, number 1 cylinder would go “cold,” exhaust gas temperature dropped with power loss. Mechanics cleaned and swapped spark plugs, checked ignition leads, removed magneto for service with no defects found. They cleaned fuel injectors, had flow divider overhauled, replaced ignition leads and spark plugs. Lycoming Technical Support was contacted regarding power loss; mechanics installed four new valve springs on cylinder 1. The pilot then flew 3-4 times with no issues and reported about 30 flights with no problems. The flight instructor for the pilot’s last flight review noted no airplane problems.
Last Annual Inspection: Both mechanics were present; mechanic B stated the inspection began between 0830-0930 and was completed the same afternoon. Mechanic A could not recall duration. The pilot did not remember when inspection began or how long it took.
No probable cause was stated in the source.