History of Flight
On August 11, 2013, about 0645 eastern daylight time, a Quest Kodiak 100, registration N10PZ, was substantially damaged during takeoff from runway 01 at Friends Field Airport (MA07), Westport, Massachusetts. The commercial pilot received minor injuries, and the four passengers were not injured. Visual meteorological conditions prevailed, and an instrument flight rules flight plan was filed for the personal flight under 14 CFR Part 91.
The pilot reported that he had flown the airplane to MA07 the night prior and completed most of his preflight inspection for the next day. On the day of the accident, he conducted a brief visual inspection before departure. He boarded the airplane, taxied to runway 01, but had no recollection of the takeoff or accident sequence. Runway 01 was a 1,635-foot-long turf runway.
Although the pilot initially reported to first responders that the engine "sputtered" during the takeoff roll, he later stated that this was an observation passed to him by a witness. The witness heard the engine advance to takeoff power, then heard it "skip" and the airplane impact rocks. A passenger also reported the engine "didn't sound right" but later stated she did not observe anything unusual. Another passenger, the pilot's son, reported that on previous flights the airplane normally utilized the entire field during takeoff roll. He heard the engine advance to takeoff power "normally" and believed the airplane became airborne before impacting trees at the end of the runway.
The pilot stated he frequently flew out of MA07 and that the airplane customarily attained an altitude of 400-500 feet above ground level by the end of the runway during takeoff. He had previously flown out of MA07 with two to four passengers onboard.
Personnel Information
The pilot held a commercial pilot certificate with ratings for airplane single-engine land and instrument airplane. His most recent FAA third-class medical certificate was issued on May 7, 2013. He reported 2,867 total flight hours, with 453 hours in the accident airplane make and model. He reported no history of heart problems, neurological problems, blackouts, or loss of consciousness.
Aircraft Information
The ten-seat, high-wing, fixed tricycle-gear airplane was manufactured in 2010. It was powered by a Pratt & Whitney Canada PT6A-34, 750-shaft-horsepower engine. The most recent annual inspection was completed on March 13, 2013, at 498 total hours in service. The engine had accumulated about 83 hours since its last inspection.
Meteorological Information
The 0653 recorded weather at New Bedford Regional Airport (EWB), about 10 miles northeast of the accident site, included light wind, 10 miles visibility, sky clear, temperature 14°C, dew point 12°C, and an altimeter setting of 30.07 inches of mercury.
Wreckage and Impact Information
The airplane came to rest upright on a heading of about 90 degrees magnetic, about 100 feet past the end of the runway, surrounded by large rocks and heavy vegetation.
The propeller was completely separated and located under the engine. Three of the four blades were bent about mid-span with nicks and gouges. All four blades showed evidence of curling and separation of the blade tips. Several dents were observed along the leading edge of the horizontal stabilizer. The elevator was intact and moved freely. The vertical stabilizer remained attached with wrinkling along the forward spar.
The fuel condition lever was in the high idle position, the emergency power lever in normal, and the throttle halfway between idle and maximum thrust. The wing flap position selector was set at 35 degrees, but the flaps were extended 20 degrees. The propeller lever was in cruise position. Elevator trim was set to takeoff position. A fuel sample was free of water and other contaminants.
Additional Information
Airplane Performance
According to the Pilot's Operating Handbook (POH), utilizing atmospheric and loading conditions at the time, the estimated distance to clear a 50-foot obstacle on takeoff was about 921 feet. The gross weight of the airplane was 6,750 lbs; the total weight at the time was 5,539 lbs.
Engine Examination
An examination by Pratt & Whitney Canada under supervision of a Transport Safety Board of Canada investigator showed the engine displayed light impact damage and the power section was seized. The gas generator rotor turned freely by hand. External cases showed little to no damage with no evidence of mechanical malfunction. The compressor inlet screen had ingested organic debris; the exhaust duct had compression and torsional deformation.
All power control and reversing linkage connections were intact. The compressor discharge air (P3) pneumatic "B" nut fitting at the fuel control unit was visibly loose and could be moved by hand. Other connections were intact. The power turbine control (Py) showed no anomalies.
The reduction gearbox chip detector was bridged by fine ferrous debris. The oil filter was clean. The compressor turbine guide vane ring, compressor turbine shroud, and power turbine housing showed no preimpact anomalies. The blade platform exhibited circumferential rubbing. The disc and blades showed no anomalies.
The power turbine was displaced due to deformation of the exhaust duct. The power turbine guide vane ring, interstage baffling, power turbine, and shroud revealed circumferential rubbing with varying heat discoloration and material smearing. There was no evidence of turbine blade fracture, bearing fracture, or loss of continuity in the power section.
The No. 4 bearing retaining bolts and tab washers were pulled from the support web threaded seats and located in the reduction gearbox sump. The power turbine shaft and bearings showed no operational anomalies. The reduction gearbox had no preimpact anomalies or indications of rotational contact with the liberated bolts.
An engine functional test using a slave power section and the original propeller governor assembly was conducted. All engine handling checks (acceleration to full power, feathering, bleed valve closing check, manual override) completed with normal results. To confirm fuel control bellows integrity, the engine ran at 37,000 RPM Ng for 5 minutes with negligible degradation. Manipulating the P3 line to simulate takeoff vibrations and loosening the fitting had no effect on engine operation.
Three Garmin multifunction display memory cards were recovered, but none contained information regarding the accident.