History of Flight
On August 2, 2012, at about 0814 Pacific daylight time, a Piper PA-24-250 (N8218P) sustained substantial damage when it impacted a hangar during takeoff initial climb from Truckee-Tahoe Airport (TRK), Truckee, California. The airplane was operated by the pilot under Part 91. The commercial pilot, the sole occupant, was fatally injured. Visual meteorological conditions prevailed, and no flight plan was filed.
The pilot was participating in a flight to Baja, Mexico for medical outreach, accompanied by two passengers and medical supplies. Two witnesses, who had been onboard for an earlier takeoff attempt, reported that the accident flight was the second attempt. During the first takeoff on runway 19, the airplane lifted off normally but wobbled left and right at about 20 feet and drifted left. The pilot aborted and landed uneventfully. During taxi back, the pilot and passengers discussed weight and balance and center of gravity issues. The pilot then had the passengers exit and taxied back to runway 19 for a solo takeoff.
For the second takeoff, the airplane lifted off about one-third down the runway in a nose-high attitude. It wobbled back and forth as it climbed. Over the departure end at about 150 feet, it entered a right turn, banked beyond 90 degrees, and descended behind a hangar. Other witnesses reported a nose-high attitude suggestive of a stall, wobbling, and a right turn followed by descent into a hangar. The engine sounded normal throughout.
Personnel Information
The pilot, aged 66, held a commercial pilot certificate with single-engine, multi-engine, and instrument ratings. A second-class medical was issued February 13, 2012, with no limitations. He reported 2,000 total flight hours; logbooks indicated 1,736 hours total, with 339.3 hours in the accident make and model.
Aircraft Information
The airplane was a 1963 four-seat, low-wing, retractable-gear Piper PA-24-250, serial number 24-3471, powered by a Lycoming O-540-A1D5 engine (250 hp) with a McCauley propeller. The Pilot Operating Handbook specified a minimum fuel grade of 91/96 octane and flaps in the "UP" position for takeoff. The calculated rate of climb at 5,900 feet and gross weight was about 1,000 feet per minute.
Maintenance records showed a last annual inspection on January 12, 2012, at tachometer 1,804.6 hours and engine time since major overhaul of 438.6 hours. Maximum gross weight was 2,900 pounds, with a maximum aft baggage weight of 200 pounds. Postaccident weighing of items from the aircraft revealed 122 pounds in the aft baggage area and 18 pounds in the left rear seat. Three bags totaling 48 pounds had been removed earlier by passengers (weights not verified by the NTSB). Using the last FAA weight from 1977 (1,798 pounds, arm 83.63), 85 gallons of fuel, pilot weight of 190 pounds, and the weighed items, the airplane weighed about 2,709 pounds with a CG of 88.33 inches, within limits. The airplane was topped off with 33.5 gallons of 100LL fuel; samples showed no contaminants and an octane level of 97.1.
Meteorological Information
Weather at 0755 was calm wind, visibility 10 statute miles, clear sky, temperature 6°C, dew point -4°C, altimeter 30.33 inHg. Density altitude was calculated at 5,842 feet, pressure altitude 5,523 feet.
Wreckage and Impact Information
The airplane impacted an enclosed hangar on row E, about 924 feet northwest of runway 19 and 4,166 feet from the approach end. Debris was scattered within 350 feet. The fuselage came to rest inverted on a heading of 351° magnetic, with the left wing and engine inside the hangar. A small portion of the fuel bladder and wing structure lodged in the roof. The outer right wing was found outside the hangar 50 feet east, and other right wing parts were 75 feet northwest. A propeller tip was 350 feet northwest. An impact crater 18 by 18 inches and 7 inches deep, with rotational ground scarring, suggested an almost vertical impact. The accident site elevation was 5,901 feet.
The left wing was partially separated; the aileron remained attached, and the flap actuator jackscrew showed 15 threads (about 10° flaps down). Flight control cables were separated near the control column with splayed ends, consistent with overload. The left main landing gear was extended and locked. The right wing was separated in two sections; the inboard section contained the main gear and fuel tank, while the outboard section had a large leading-edge impression. The right flap jackscrew also showed 15 threads. Right aileron control cables were continuous to the wing root. The empennage was intact; the stabilator trim actuator indicated slightly nose-up. Control continuity was established throughout.
The engine remained attached via upper mounts; lower mounts were separated. The carburetor was detached. Spark plugs appeared normal. Borescope examination of cylinders showed no anomalies. Rotational continuity and compression were confirmed. The propeller hub was fractured, with all three blades separated; blade tips (about 6 inches) were missing, and blades exhibited twisting, chordwise scratching, and S-bending. Postaccident examination found no preexisting mechanical malfunctions.
Prescription bottles for Zolpidem, Losartan, and Buprenorphine were found at the scene.
Medical and Pathological Information
An autopsy conducted on August 3, 2012, determined the cause of death as multiple blunt force injuries. Toxicology tests by the FAA's Civil Aeromedical Institute detected Buprenorphine (0.046 µg/g in liver, 0.011 µg/mL in blood), Norbuprenorphine (0.026 µg/mL in blood), Losartan (in urine and liver), and Zolpidem (in liver and muscle). No ethanol was found. The pilot had a history of substance abuse treatment, hypertension, and sleep disturbance, and was prescribed Diovan, Zolpidem, and buprenorphine (for neck pain). Buprenorphine carries an FDA warning about impairing ability to perform hazardous tasks.
Tests and Research
Two Apple iPads, a Stratus Foreflight GPS device, and two Spot devices were sent to the NTSB Vehicle Recorders Laboratory; no data were recovered.