History of Flight
On April 11, 2011, at 2127 eastern daylight time, a Piper PA-31-350, registration N3547C, operated by Airnet Systems, Inc. as U.S. Check flight 901, took off from runway 20 at Richmond International Airport (RIC), Richmond, Virginia. The flight was destined for Charlotte/Douglas International Airport (CLT) under instrument flight rules. Night visual meteorological conditions prevailed. The certificated commercial pilot was the sole occupant and was seriously injured. The aircraft was substantially damaged.
Two airport firefighters observed the departure. They reported the airplane began its takeoff roll normally but became airborne earlier than expected, reaching an extreme nose-up attitude. At maximum pitch, the airplane appeared nearly vertical. It climbed to an estimated 300 feet above ground, then pitched down and leveled briefly, then pitched down further and leveled again before impacting the ground.
Radar data indicated the airplane began its takeoff roll at 2128:10. About 9 seconds later, it had traveled 950 feet down the runway at a groundspeed of 97 knots. Altitude increased by 200 feet after another 9 seconds, near the intersection with taxiway C. Four seconds later, altitude increased by another 300 feet and groundspeed dropped to 44 knots. The calculated climb rate during this period was 3,920 feet per minute. The airplane then descended, and no further correlated radar targets were recorded.
The pilot regained consciousness about one month after the accident. In an interview four months later, he recalled performing a preflight inspection, confirming weight and balance, and fueling the aircraft. He started engines, performed a run-up with no anomalies, taxied, loaded cargo, and obtained an IFR clearance. On the runway, he held brakes and advanced power to 2,000 rpm, released brakes, and continued to full power. He rotated the nose up within the first 1,500 feet at about 65 knots indicated airspeed. He tapped brakes and retracted the landing gear. After gear retraction, he perceived a left yaw and a change in engine sound. The left engine manifold pressure indicated 0 inches and the needle fluttered. He reduced both throttles to idle to avoid loss of control. He did not recall events after closing throttles.
Personnel Information
The pilot held a commercial pilot certificate with multiengine and instrument ratings, and a flight instructor certificate. His most recent FAA first-class medical was issued January 1, 2011, with a requirement to wear corrective lenses. He had 1,946 total flight hours, with 88 hours in the previous 90 days, including 31 hours in the accident make and model. He completed initial training in a Beech BE-58 and transition training in the accident airplane on February 17, 2011.
Aircraft Information
The airplane was a 1979 Piper PA-31-350 powered by two Lycoming (L)TIO-540-J2BD engines with counter-rotating propellers. Its maximum takeoff weight was increased to 7,368 pounds via supplemental type certificate. At the time of the accident, the gross weight was 6,700 pounds. The last annual inspection was October 13, 2010, at 17,265 total hours; 47 hours had elapsed since.
Meteorological Information
The 2154 weather observation at RIC reported winds from 200 degrees at 14 knots, visibility 10 statute miles, scattered clouds at 25,000 feet, temperature 24°C, dew point 17°C, and altimeter 29.70 inches of mercury.
Airport Information
Richmond International Airport has three runways, with runway 02/20 being 6,607 feet long by 150 feet wide. Taxiway C intersects runway 20 about 2,500 feet from the threshold. Airport elevation is 167 feet.
Wreckage and Impact Information
Initial impact occurred on taxiway U about 3,500 feet from the approach end of runway 20, with abrasions extending 260 feet south to the main wreckage, oriented 160 degrees magnetic. Three distinct abrasion areas were noted, including paint transfer and slash marks. The airframe sustained extensive impact and fire damage; the empennage was almost completely consumed by fire. The pilot and copilot seats remained attached. Approximately 720 pounds of cargo recovered placed the airplane within normal weight and balance limits. Flight control cable continuity was traced, with breakages consistent with tensile overload. The elevator trim corresponded to neutral.
Right engine: Propeller blades exhibited bending, twisting, and separation. All blades free to rotate. Engine examination found compression and valvetrain continuity. The number 1 cylinder had low compression and impact damage. The fuel servo was impact damaged; regulator diaphragm undamaged. The fuel diaphragm stem was broken, consistent with ductile overstress, no fatigue features. Magneto produced spark from all leads. No metallic debris in oil screen or filter.
Left engine: Propeller blades showed bending, twisting, separation, and scoring. Blades free to rotate. Engine examination found compression and valvetrain continuity, no cylinder anomalies. Fuel servo undamaged with small amount of fuel in regulator. Magneto produced spark. Oil filter contained carbon and trace non-ferrous particles.
Additional Information
The Pilot's Operating Handbook normal takeoff procedure: hold brakes, advance throttles to takeoff power, rotate at 85 KIAS to 10° pitch, maintain attitude to accelerate to 95 KIAS at 50 feet, retract landing gear before 128 KIAS. Short field takeoff: rotate at 76 KIAS to achieve initial climb at 92 KIAS, retract gear and flaps after clearing obstacle, accelerate to 104 KIAS.
Performance charts: Normal takeoff distance over 50 feet: 1,950 feet. Accelerate-stop distance at 85 knots: 3,100 feet. Multi-engine climb rate at 106 KIAS: 1,800 feet per minute. Single-engine climb rate with propeller feathered: 225 feet per minute. Minimum controllable airspeed with one engine: 76 knots. Stall speed in accident configuration: 74 knots.