History of Flight
On August 15, 2011, about 1535 eastern daylight time, a Diamond DA40, registration N316MA, was substantially damaged when it impacted a tree, powerlines, and the ground shortly after departure from an open field near Hodgenville, Kentucky. The certificated airline transport pilot and two passengers were seriously injured. The airplane was registered to Honaker Aviation and the personal flight was operated under 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed, and an instrument flight rules flight plan had been filed for the flight destined for Cambridge Municipal Airport, Cambridge, Ohio. Several eyewitnesses reported that the airplane impacted a powerline, turned approximately 90 degrees, and impacted the ground in a nose-down attitude.
Pilot Information
The pilot, age 31, held an airline transport pilot certificate with a rating for airplane multiengine land and a commercial pilot certificate with a rating for airplane single-engine land. He also held a certified flight instructor certificate and a first-class medical certificate issued in May 2011. According to the operator, the pilot had 4,335 total flight hours, of which 405 were in single-engine airplanes.
Aircraft Information
The four-seat, low-wing, fixed-gear airplane was manufactured in 2003. It was powered by a Lycoming IO-360-M1A, 180-horsepower engine and equipped with a Hartzell propeller. The airplane had an annual inspection on July 1, 2011, at which time it had 2,756 total hours.
Meteorological Information
The 1555 recorded weather observation at Godman Army Airfield, Fort Knox, Kentucky, located 25 nautical miles northwest of the accident location, included wind from 260 degrees at 6 knots, visibility 10 miles, scattered clouds at 6,000 feet above ground level, temperature 26 degrees Celsius, dew point 18 degrees Celsius, and barometric altimeter 29.96 inches of mercury.
Wreckage and Impact Information
According to an FAA inspector, the grass strip was 1,133 feet in length, oriented east and west, with an approximate 2 percent upslope. The departure end had approximately 40-foot-tall trees located about 40 feet from the departure end, and three powerlines similar in height to the trees, located 150 feet from the departure end. The airplane's left wing impacted a tree branch 1,150 feet from where the takeoff initiated. Approximately 3 feet of the left wing was located in a tree, 21 feet from the initial impact point. The airplane came to rest 1,386 feet from the approximate location where the takeoff roll had initiated, facing back opposite the direction of travel. Marks indicated that the powerlines contacted the propeller, underside of the left wing, and the right side of the horizontal stabilizer. The right horizontal stabilizer tip was embedded in the upper section of the right wing root. Both left and right fuel tanks were breached; however, there were indications of fuel on the ground around the accident location, and both fuel tanks had a blue substance similar to 100LL aviation fuel. The cockpit fuel selector valve indicated the right fuel tank was selected. According to fuel records, the airplane was fueled with 31.2 gallons of aviation fuel on the day of the accident.
Examination
On September 9, 2011, an examination of the airplane was conducted with inspectors from the FAA and a representative from the airplane manufacturer. Flight control continuity was confirmed to all flight control surfaces, and the flap position was in the takeoff position. The engine was examined, all spark plugs were removed, and they appeared to be in good condition except the No. 3 spark plug lead, which was impact damaged. The magnetos were removed, tested, and both produced spark with no anomalies noted. The fuel distributor was removed and opened; no scoring or abnormalities were noted, and the diaphragm appeared to be in good condition. The fuel supply line to the fuel servo was removed, and a blue fluid consistent with 100LL aviation fuel was present. The fuel servo supply screen was free of debris. A global positioning system unit and an engine monitoring system were located in the wreckage; however, neither device recorded data for the accident flight.
Performance Information
The Diamond DA40 Airplane Flight Manual, Chapter 5, includes notes stating that for takeoff from dry, short-cut grass runways, corrections must be taken into account: grass up to 2 inches long results in a 10% increase in takeoff roll, and an uphill slope of 2% results in an increase in takeoff distance of approximately 10%. The chapter includes a caution note that the pilot must allow for the condition of the runway to ensure a safe takeoff. According to calculations derived from the aircraft weight of 2,360 pounds and weather conditions at the time of the accident, the total ground roll required was 1,065 feet and the total takeoff distance required to clear a 50-foot obstacle was 1,570 feet.
Additional Information
At the time of writing, the pilot's medical condition precluded an interview or a written statement.