History of Flight
On August 25, 2012, about 2145 Pacific daylight time, a Piper PA-32-301T Saratoga, registration N588ET, impacted trees shortly after departing from Lake Tahoe Airport in South Lake Tahoe, California. The right-seated pilot was operating the airplane under Part 91. The five occupants, which included the right and left-seated private pilots, were fatally injured; the airplane was destroyed. The personal cross-country flight was originating from Lake Tahoe Airport with a planned destination of Fresno, California. Nighttime visual meteorological conditions prevailed, and no flight plan was filed.
The occupants had departed Fresno earlier that day and landed at Lake Tahoe Airport. After touchdown, a pilot communicated with two fixed base operator (FBO) attendants and received taxi directions. While taxiing to the ramp, the airplane's engine shut down, and it took numerous attempts to restart. Upon parking, the pilots reported that the fuel/air mixture was difficult to establish at high density altitude and that operating the engine too lean would exceed normal temperature parameters. The pilots indicated this was their first visit to Tahoe Airport, and the left-seated pilot was to be the flying pilot for the accident flight.
Following dinner, the occupants returned to the airport to fly back to Fresno. One pilot made a radio transmission on the Common Traffic Advisory Frequency (UNICOM) stating they were departing runway 36 for a straight-out departure over the lake and then a crosswind departure to the left. This was the last radio call.
Security camera footage showed the airplane as a blinking light, departing runway 36 and beginning to ascend near the end of the runway. The light appeared to level off, and then a flash occurred at the accident site. Multiple witnesses heard the departure and described the engine noise as labored, as if not producing full power. Some Civil Air Patrol cadets heard three chirps that sounded like tires touching the runway after becoming airborne. One cadet reported that one pilot showed signs of intoxication and noted that the beacon was forgotten before startup and after takeoff. The airplane became airborne far down the runway and was in the air only about three seconds before descending and crashing.
Personnel Information
The right-seated pilot, age 43, held a private pilot certificate with single-engine land rating issued October 2007. His most recent third-class medical certificate was issued June 20, 2012, without limitations. His flight logbooks were not recovered; his last medical application reported 600 total flight hours, with 40 in the previous six months. He reported a 1994 driving under the influence offense. He owned the airplane, purchased in December 2011. An acquaintance who sold him fuel around 1800 on the accident day recalled advising him to lean the engine at high-elevation airports and speculated the pilot may have failed to enrich the mixture before departure.
The left-seated pilot, age 60, held a private pilot certificate with single-engine land rating. His most recent third-class medical certificate was issued March 28, 2011, with a requirement to wear corrective lenses. His logbooks were not recovered; his last medical application reported 1,025 total flight hours, with 37 in the previous six months.
The passengers included the spouses of both pilots and the right-seated pilot's six-year-old daughter. Neither spouse was a certificated pilot.
Aircraft Information
The Piper PA-32-301T, serial number 32-8024044, was manufactured in 1980. The most recent annual inspection was performed September 14, 2011, at a total time of 3,380.76 hours. The Lycoming TIO-540-S1AD engine was last overhauled in November 2007, with 212.76 operational hours before the annual inspection. Last maintenance on February 14, 2012, replaced the vacuum pump, oil filter, co-pilot seat linkage rod, and battery. The propeller was an MT-Propeller MTV-9-B composite three-bladed propeller installed under STC in November 2007.
Review of the aircraft's history revealed it had been involved in a 2006 accident (MIA05LA070) causing substantial damage; the probable cause was determined as loss of directional control during a crosswind landing.
According to the Lycoming Illustrated Parts Catalog, the fuel pump installed (RG9080J6A, serial number D-2570, installed at overhaul October 17, 1991) was incorrect for the engine model, which required an RG-9570-P. The approval basis for the installation was not documented. No record indicated when the original pump was removed.
Weight and balance for the accident takeoff were computed using the airplane's empty weight from maintenance records, full fuel (107 gallons total, 5 unusable) per FBO statements and fuel receipts showing 32.3 gallons added, and occupant weights from coroner records (child's weight estimated). Gross weight was about 3,557 pounds, center of gravity 91.78 inches; maximum authorized gross weight was 3,600 pounds with CG range 90-95 inches. At maximum gross weight with flaps retracted, takeoff distance over a 50-foot obstacle was just under 3,000 feet per the Pilot's Operating Handbook.
Meteorological Information
A METAR about 10 minutes after the accident reported wind from 200 degrees at 3 knots, temperature 16°C, dew point 3°C, clear sky, altimeter 30.08 inHg, equating to a density altitude of 7,751 feet. Sunset was at 1940; the moon was waxing gibbous with 64% illumination, 1.61 degrees below the horizon at azimuth 285 degrees.
Wreckage and Impact Information
The accident site was located in high shrub about 0.43 nautical mile from the departure end of runway 36 on a heading of 359 degrees. Terrain was flat with scattered mature bushes bordering a north-south creek. Main wreckage (engine and fuselage remains) came to rest inverted at about 38°54.75'N, 119°59.533'W, elevation about 6,255 feet msl. Post-impact fire consumed most of the wreckage. The first identified impact point consisted of broken trees about 260 feet south of the main wreckage, with a section of the right outboard wing entangled in branches. A 5-foot crater-like depression was found about 20 feet prior to the main wreckage.
Medical and Pathological Information
The Sacramento County Coroner performed autopsies on both pilots. FAA Toxicology and Accident Research Laboratory tested specimens. The right-seated pilot's specimens detected ethanol: 33 mg/dL in heart blood, 54 mg/dL in vitreous, 41 mg/dL in brain, 40 mg/dL in urine, 37 mg/dL in muscle. The left-seated pilot's specimens were negative for carbon monoxide, cyanide, and ethanol.
Tests and Research
An additional examination of the wreckage was conducted on August 28, 2012, at Plain Parts, Sacramento, California, with Safety Board, Piper Aircraft, and Textron Lycoming representatives.
Airframe: Left wing and control surfaces mostly consumed by fire. Aileron and balance cables were secure and continuous. Left fuel filler cap secured. Right wing inboard portion consumed; aileron and balance cables secure and continuous. Right fuel filler cap secured. Flap torque tube loose; flap handle between fully retracted and 10-degree notch. Empennage mostly consumed; remaining parts (steel) included rudder bellcrank hinge, stabilator hinge, control cables. Rudder and stabilator cables continuous to cockpit controls. Stabilator pitch trim drum showed nine-thread upper extension, consistent with about 3 degrees nose-up trim. Fuel selector positioned on left main tank. Instruments and radios destroyed.
Engine: Externally, engine remained attached to mounts, no pre-impact catastrophic mechanical malfunction or fire. Top spark plugs exhibited normal light ash gray coloration; upper No.2 plug had light oil film consistent with inverted position. Ignition harnesses fire-damaged but appeared attached. Crankshaft rotated freely with thumb compression on all cylinders; valve train operated properly; clean oil observed. Cylinders had no mechanical damage, no foreign object ingestion, no detonation. No pre-impact lubrication system contamination. Turbocharger components intact, free to rotate, no anomalies. Fuel lines secure; fuel injection servo and nozzles free of obstruction. Fuel pump (RG9080J6A) disassembled and free of internal malfunction or obstruction.
Propeller: MT-propeller hub secure to engine; composite/wooden blades fractured/splintered leaving about 8 inches remaining. Governor securely attached, drive intact, free of contamination, no anomalies found.
No evidence of pre-impact mechanical malfunctions or failures was found that would have precluded normal operation.