Accident Overview
On February 22, 2014, at about 1800 central standard time, a Piper Aircraft, Inc., PA-46-500TP, registration N3061J, was substantially damaged during takeoff from Shelby County Airport in Alabaster, Alabama. The airplane was registered to JB Piper Meridian LLC and operated under 14 CFR Part 91 as a personal flight. Visual meteorological conditions prevailed, and an instrument flight rules flight plan was filed. The private pilot and four passengers were not injured.
Takeoff and Loss of Control
The pilot reported performing a preflight inspection that included both main landing gears and a closer inspection of the nose landing gear; no discrepancies were found. After engine start, he taxied to the approach end of runway 16, completed before-takeoff checks, and began the takeoff roll with takeoff flaps extended. At 60 knots, he called out airspeed and noted the airplane was on the runway centerline. He then experienced a sudden pulling to the left accompanied by an "excessive vibration." Despite applying full right rudder for 1 to 2 seconds, he observed no effect. Unable to regain directional control, he reduced power, placed the propeller to the Beta position, pulled on the control yoke, and applied full brakes and right rudder. The airplane slowed, and the left main landing gear departed the left side of the runway. The airplane then re-entered the runway and came to rest at the departure end, oriented 30 to 45 degrees right of the centerline. The airplane was moved from the runway to facilitate other aircraft.
Witness Observations
A witness, a certificated private pilot and airframe and powerplant mechanic, was located about 752 feet southeast of the second runway excursion point. He heard takeoff power applied, then a sudden change in propeller sound. The airplane came into view from behind hangars, traveling at an angle toward the grass and his direction. He noted it stopped on the west side of the runway, and only after it came to rest did he hear power applied again. Another witness, an airline transport pilot with over 5,000 hours, reported seeing the airplane go off the east edge of the runway near taxiway A4 while takeoff power was still applied. When the nose or left main landing gear hit the runway edge, the nose dipped. He went to the scene and reported a female passenger expressed relief that the pilot did not get airborne.
Post-Accident Inspection
Two days after the accident, FAA inspectors examined the airplane. The left main landing gear tire was deflated but remained on the wheel assembly. Runway marks indicated a skid mark from the left main tire began left of the centerline near the aiming point, continued parallel, then arced left. A mark from the nose tire began where the left main mark started arcing. Both marks led to the left runway edge about 1,618 feet from the approach end. The left main tire mark continued through grass for approximately 500 feet, while nose and right main marks continued on the runway in a gentle right arc. The left main mark re-entered the runway and angled toward the centerline before arcing left again. The airplane departed the left side at the intersection with taxiway A4, about 2,270 feet from the approach threshold. Ground marks indicated a right arc back onto the runway. A gouge at the runway edge was associated with the left main gear wheel assembly. A spot on the runway near the left main gear resting location was attributed to the left brake assembly. The airplane came to rest about 2,761 feet from the approach end of runway 16.
Before NTSB classification of substantial damage, the tires were removed from both main landing gear wheel assemblies, and the left brake was disassembled. Inspection by a manufacturer's representative revealed the left main tire (Goodyear Flight Custom III) was severely deformed with a scuffed sidewall and a torn tube. The right main tire (also Goodyear Flight Custom III) had a scuffed sidewall and a punctured tube. The nose landing gear tire remained inflated and measured 55 psi, below the specification of 70 psi. According to an FAA inspector, the left main tire was separated from the rim as if it struck an edge, and the brakes were "vaporized," suggesting they were applied during the takeoff roll. No flat spots or holes in the tread area were noted, and no discrepancies were found with the engine mount at the nose gear actuator attach point.
After removal of the wing for repairs, at the NTSB's request, a maintenance facility checked the nose landing gear rake angle and the gap between the steering arm and steering horn rollers, both within limits per the maintenance manual.
A work order approving the airplane for return to service noted the wing assembly was removed and replaced due to structural damage.
Additional Findings
According to a Goodyear Aircraft Tire Care & Maintenance Manual, an ambient temperature change of 3 degrees Celsius produces approximately 1 percent pressure change. Surface observation reports from the accident date to March 4, 2014, showed the greatest temperature decrease occurred on March 3, 2014, with a 17°C drop compared to the accident date. Applying the manual's formula, this decrease would result in approximately a 6 percent pressure reduction (about 4 psi for a tire at 70 psi). On March 4, the nose landing gear tire pressure was 55 psi, well below the 70 psi specification, even accounting for a potential 4 psi decrease from temperature.