Synopsis
On May 23, 2013, about 1456 eastern daylight time, a Beech A36, registration N8225T, operated by Bonanza 5 Incorporated, was substantially damaged when it entered an aerodynamic stall and impacted terrain shortly after takeoff from Runway 3R at DeKalb-Peachtree Airport (PDK), Atlanta, Georgia. The private pilot and four passengers were not injured. Visual meteorological conditions prevailed, and an IFR flight plan had been filed for the personal flight destined for Venice Municipal Airport (VNC), Venice, Florida, with a final destination of Key West International Airport (EYW). The flight was conducted under 14 CFR Part 91.
Aircraft and Pilot Information
The airplane, manufactured in 2006, had accrued 3,763 total hours of operation at the time of the accident. Its most recent annual inspection was completed on March 14, 2013. The pilot held a private pilot certificate with ratings for airplane single-engine land, multi-engine land, and instrument airplane. His most recent FAA third-class medical certificate was dated October 28, 2012. He reported 613 total flight hours, with 306 hours in the accident airplane make and model.
Meteorological Conditions
The recorded weather at PDK at 1456 included winds from 290 degrees at 13 knots gusting to 18 knots, 10 miles visibility, few clouds at 5,000 feet, scattered clouds at 6,500 feet, temperature 28°C, dew point 16°C, and an altimeter setting of 29.98 inches of mercury. Density altitude was calculated at approximately 2,899 feet above sea level. The National Weather Service surface analysis depicted a cold front moving southeastward with a weak pressure gradient and west-northwest winds about 10 knots. Two pilot reports of low-level wind shear were received at 1420 and 1840, reporting plus or minus 10 to 15 knots within the lowest 200 feet of Runway 3R. The 0800 sounding indicated a frontal inversion, a low-level wind maximum at 2,000 feet, and low-level turbulence potential. No significant meteorological echoes or microburst activity were identified on radar or satellite imagery.
Wreckage and Impact
Examination by an FAA inspector revealed no evidence of any preimpact failure or malfunction that would have precluded normal operation. The airplane sustained substantial damage to the wings and fuselage.
Weight and Balance Issues
The pilot's weight and balance calculation indicated the airplane was approximately 5 pounds below its maximum takeoff weight of 3,650 pounds. However, the empty weight listed did not agree with the aircraft flight manual or the flying club's weight and balance sheets. Review of the video recording showed the baggage area filled with luggage up to the ceiling, and additional baggage piled on the floor. The pilot's weight and balance listed only 15 pounds of baggage in the aft luggage area. Comparison of occupant weights revealed the total occupant weight was greater than originally calculated. The pilot reported 67 gallons of fuel onboard, but examination showed at least 70 gallons (420 pounds) at rest. A reweighing of baggage and recalculation indicated the airplane was at least 100 pounds over its maximum takeoff weight, and the center of gravity was further aft than originally calculated.
Performance Considerations
Winds at the time (290 degrees at 13 knots gusting to 18 knots) resulted in a crosswind component that during portions of the takeoff and initial climb would have exceeded the manufacturer's demonstrated crosswind of 17 knots, and produced a tailwind component of 2 to 4 knots. The aircraft performance charts only provided data up to the maximum takeoff weight, so accurate performance could not be determined with published information. The AFM/POH included guidance on not operating above maximum takeoff weight and maintaining center of gravity, noting that airplanes loaded above limits will have degraded performance: longer takeoff and landing distances, higher stalling speeds, lower rate of climb, cruising speed, and range. It also cautioned that an aft center of gravity results in lower stability, lower control forces, and decayed stall characteristics.
Flight Recorder Analysis
The airplane was not equipped with a cockpit voice recorder or flight data recorder. An engine monitoring system (J.P. Instruments EDM-700) recorded exhaust gas temperature, cylinder head temperature, voltage, and fuel flow at 6-second intervals. Data showed fuel flow increasing to about 26 gph at 14:47:20, then decreasing to 5 gph by 14:47:56 and 0 gph by 14:48:08. A passenger's cell phone video captured the takeoff roll and initial climb. The video showed the airplane rotating at about 15.5 seconds, followed by stall warning horn activation. The airplane reached an estimated altitude of 50 to 100 feet above the runway, then engine noise reduced significantly. The elevator control surface exhibited motion between neutral and pitch-up commands. The stall warning horn became steady, and impact occurred at 35.96 seconds.