History of Flight
On February 26, 2014, at approximately 2130 Hawaii standard time, a Piper PA-31-350 (registration N483VA) collided with terrain shortly after departing Lanai Airport (PHNY), Lanai City, Hawaii. The flight, operated by Maui Island Air under 14 Code of Federal Regulations Part 135 as an on-demand air taxi, was destined for Kahului Airport, Kahului, Hawaii. The commercial pilot and two passengers sustained fatal injuries; three other passengers received serious injuries. The airplane was substantially damaged and partially consumed by postimpact fire. The aircraft was registered to Maui Aircraft Leasing, LLC.
According to an interview with a survivor conducted six days after the accident, after departure from the runway, the survivor observed lights of Lanai City and the Big Dipper constellation off the left side as the airplane began a right banking turn. As he pointed out the constellation to a passenger, he felt G-loading. Subsequently, his legs were forced leftward and his upper body toward the aisle. Looking up, he saw the pilot leaning his upper body to the right, appearing to look out the forward right cabin window. The airplane was in a steep right bank when the ground impacted the forward side. The survivor recalled no realization that an emergency existed and noted having experienced rougher flights in the same aircraft.
Personnel Information
The 66-year-old pilot held a commercial pilot certificate with ratings for airplane multiengine land and instrument airplane, and private privileges for airplane single-engine land. He was issued a second-class medical certificate in March 2013, with a limitation requiring corrective lenses for near and distant vision. According to his last medical application, he reported 4,570 total flight hours and 1 hour in the preceding six months. The passengers were Maui County employees on a business trip.
Aircraft Information
The 10-seat, low-wing, retractable-gear airplane (serial number 31-7552124) was manufactured in 1975. It was powered by Lycoming TIO-540-J2BD and LTIO-540-J2BD engines, each equipped with Hartzell HC-E3YR-2ALTF and HC-E3YR-2ATF constant-speed propellers. The aircraft operated under an FAA Approved Aircraft Inspection Program (AAIP). Maintenance records showed an inspection (event inspection number #3) completed on December 1, 2013, at a total airframe time of 12,172.4 hours. Total airframe time at the accident site was undetermined due to damage.
Fueling records indicated the airplane received 27 gallons of 100LL-octane aviation fuel at 1559 on February 26, 2014.
Meteorological Information
Automated weather observation at PHNY at 2056 recorded wind from 050 degrees at 21 knots, gusting to 25 knots, visibility 10 statute miles, clear sky, temperature 18°C, dew point 16°C, and an altimeter setting of 30.03 inches of mercury.
Astronomical data from the United States Naval Observatory indicated moonset at 1611 and end of civil twilight at 1853. The moon was a waning crescent with 9% of its visible disk illuminated.
Communications
A VFR flight plan was filed, but no ATC communications occurred.
Airport Information
The FAA Digital Airport/Facility Directory stated that PHNY had an Automated Surface Observation System (ASOS) broadcasting on 118.375 MHz. Runway 03 was 5,001 feet long, 150 feet wide, with an asphalt surface. The airport was equipped with an instrument landing system (ILS) and distance measuring equipment (DME) instrument approaches.
Wreckage and Impact Information
Examination revealed the airplane impacted terrain southeast of the airport, about 1 mile perpendicular to the arrival end of runway 03. The debris field was approximately 640 feet long, extending from a first identified point contact (FIPC) to an engine component near the main wreckage. The FIPC was a ground scar about 160 feet long and 1 foot wide. Charred vegetation was observed 100 feet down the scar and fanned out for about 260 feet, with a maximum width of 50 feet. Most wreckage debris was in the last two-thirds of the field. The main wreckage was mostly consumed by postimpact fire. Both wings separated outboard of the engine nacelles. The tail section, including elevators, rudder, and vertical stabilator, remained attached to the empennage.
A follow-up examination on May 13, 2014, identified an additional ground scar about 360 feet long, located about 270 feet east-northeast of the original FIPC, consistent with a right wing impact. Wing tip fairing sections and light assembly components were found near the midsection, with a plexiglas light cover near the east-northeast end. The total debris field length was 1,270 feet, with a magnetic heading of 250 degrees.
Examination of recovered airframe and flight control components revealed no preimpact mechanical malfunction. Both engines and propellers separated from their nacelles, with bent mounting sections. Propellers remained attached. No evidence of mechanical malfunctions or failures that would preclude normal operation was found. The attitude indicator had minor housing damage and its face did not move freely when tumbled; disassembly revealed no internal rubbing or malfunction.
Medical and Pathological Information
An autopsy conducted by Maui Memorial Medical Center determined the pilot's cause of death as multiple blunt force injuries sustained in the aircraft crash. Toxicology testing performed by NMS Laboratories identified caffeine, dextromethorphan and its metabolite dextrorphan, pseudoephedrine and its metabolite norpseudoephedrine, ephedrine, trimethoprim, doxylamine, and montelukast in the pilot's blood. FAA Forensic Toxicology Research Team testing was negative for carbon monoxide, cyanide, and ethanol, and identified dextromethorphan, dextrorphan, pseudoephedrine, ephedrine, trimethoprim, doxylamine, and montelukast in blood and liver. Doxylamine was quantified at 120 and 62 ng/ml by the two laboratories.
Review of the pilot's FAA medical file, autopsy, and toxicology revealed he reported hay fever and childhood asthma. His medical certificate was limited by the need for corrective lenses. Autopsy identified mild heart enlargement and mild coronary artery disease.
Additional Information
The Chief Pilot of Maui Island Air reported to the NTSB that normal departure from runway 3 at PHNY is "like flying into a black hole" with no distant lights for situational awareness. He stated the aircraft might have encountered downdrafts from the mountain north of the airport during the right turn, and that the pilot would likely have gone direct to the VORTAC located 1.6 miles southwest of PHNY to escape downdrafts. He would normally engage the autopilot once established at 3,500 feet msl, by leaning right and reaching down with his right hand to where the autopilot is located below the throttle quadrant.