History of Flight
On May 11, 2011, at 0947 eastern daylight time, a Hawker Beechcraft Corporation F33A, registration N17825, was substantially damaged during a runway overrun following an aborted takeoff at Rock Airport (9G1), Tarentum, Pennsylvania. Visual meteorological conditions prevailed and no flight plan was filed for the local orientation flight. The certificated private pilot and one passenger were seriously injured, while the two other passengers received minor injuries. The flight was conducted under 14 Code of Federal Regulations Part 91.
Prior to the accident flight, the airplane departed Butler County Airport/K W Scholter Field (BTP), Butler, Pennsylvania, about 0900, after it was serviced with 2.5 gallons of fuel, which filled the tanks. The pilot flew 12 nautical miles to 9G1, where the airplane landed uneventfully about 0925, taxied to parking, and shutdown.
The accident airplane was one of several involved in a Young Eagles event that day. According to witnesses, the airplane began its takeoff roll at the approach end of runway 17, which was 3,550 feet long. They described the airplane as it accelerated down the runway, lifted off, climbed a few feet, and settled back on the runway. The airplane "swerved" as it slowed, and then overran the departure end of the runway and 100 feet of the grass overrun area. Skid marks began approximately 712 feet prior to the end of the runway. Witnesses said the airplane "almost" stopped on the overrun, but crested a steep, 30-degree embankment, and rolled about 100 feet to the bottom where it struck a culvert and came to rest.
The pilot declined to be interviewed, and did not provide a written statement.
Wreckage and Impact Information
The airplane was examined at the site and all major components were accounted for. Control cable continuity was established from the flight control surfaces to the cockpit area. The right wing leading edge exhibited damage across the inboard half and remained attached. The left wing leading edge exhibited crush damage on the entire front section. The flaps were in the retracted position. The main landing gear were locked down. The horizontal stabilizer, elevator, vertical stabilizer, and rudder remained attached with no damage. The elevator trim setting was approximately neutral. All seats were equipped with lap belts and shoulder harnesses; all harnesses operated normally when tested. First responders stated that only the passenger in the right rear seat wore a shoulder harness. The engine was retained and examined later.
Personnel Information
According to Federal Aviation Administration (FAA) records, the pilot held a private pilot certificate with ratings for airplane single-engine land and instrument airplane. His most recent third class medical certificate was issued in October 2009. The pilot reported 2,300 total hours of flight experience, of which 1,700 hours were in the same make and model as the accident airplane. He accrued 12 hours of flight time in the 30 days prior to the accident.
Aircraft Information
According to FAA records, the airplane was manufactured in 1977 and registered to the pilot in 1998. It was a four-seat, low-wing, retractable gear airplane equipped with a Teledyne-Continental Motors IO-550-B42, 300-horsepower engine. The most recent annual inspection was completed on April 12, 2011, at 4,851.7 total airplane hours. The airplane was modified with a JL Osborne Tip Tank supplemental type certificate (STC), which increased total fuel capacity to 120 gallons.
Meteorological Information
The 0935 recorded weather observation at BTP, located about 12 miles northwest of the accident location, included winds from 090 degrees at 8 knots, clear skies, 10 miles visibility, temperature 18 degrees C, dew point 6 degrees C, and an altimeter setting of 30.03 inches of mercury. The calculated density altitude for the airport at the time of the accident was 1,661 feet.
Airport Information
Rock Airport was located about 12 miles northeast of Pittsburgh, Pennsylvania, at 1,063 feet elevation. The airport was not tower-controlled. The asphalt runway was 3,550 feet long, 100 feet wide, and oriented 17/35.
Tests and Research
The handheld video camera, handheld global positioning system (GPS), and engine data monitoring system were forwarded to the NTSB Recorders Laboratory, but examination did not reveal any data relevant to the accident.
The engine was examined at the manufacturing facility in Mobile, Alabama, on June 13, 2011. The crankshaft was rotated by hand, valve train continuity confirmed, and thumb compression established on all cylinders. The oil filter and fuel filter were void of debris. The top spark plugs exhibited normal wear and were light gray. The engine started on the first attempt and ran without misfiring. The throttle was rapidly advanced from idle to full throttle several times without hesitation or interruption. The engine ran for approximately 20 minutes and then shut down.
Weight and Balance
Weight and balance calculations were performed using information provided by the pilot, actual occupant weights, baggage recovered, and 110 gallons of fuel. The manufacturer's center of gravity range at maximum gross weight was 82.1 to 86.7 inches aft of datum. The manufacturer's maximum allowable takeoff weight was 3,400 pounds; however, with the Tip Tank STC, the maximum takeoff weight increased to 3,600 pounds. Calculations revealed the airplane weighed 3,830.5 pounds at takeoff, with a center of gravity at 87.63 inches aft of datum. No published center of gravity limit data existed for weights above maximum takeoff weight.
Performance Calculations
The airframe manufacturer used the weather conditions present at the time of the accident and the weight and balance data to formulate an accelerate/stop distance. At 3,400 pounds, the total distance to accelerate to recommended rotation speed and abort the takeoff to a stop was 2,171 feet. The extrapolated accelerate/stop distance at 3,830.5 pounds was 2,483 feet.