History of Flight
On May 25, 2014, about 0923 central daylight time, a Piper PA-28-140, registration N43113, was substantially damaged when it impacted trees and terrain after a loss of control during initial climb at Maran Airport (68FD), Fountain, Florida. The pilot was seriously injured and his three passengers were fatally injured. Visual meteorological conditions prevailed, and no flight plan was filed for the local personal flight conducted under 14 CFR Part 91.
Earlier that day, the pilot conducted two flights with passengers. The first flight carried one adult male and two small children. The second flight, which resulted in the accident, carried a young male and two adult females. Takeoffs were performed on runway 27, a turf-covered runway. Trees existed at the departure end as part of a heavily forested area extending west of the airport.
Witnesses reported that during the second takeoff, after a ground roll of approximately 1,200 feet, the airplane rotated with the nose "up pretty much." One witness verbalized that the pilot should "get the nose down." The airplane cleared the trees at the end of the runway, but moments later it began to sink into the treetops and roll to the right. It then disappeared from sight, and the sound of impact was heard. Black smoke rose from behind the trees.
Aircraft and Pilot Information
The pilot held a FAA private pilot certificate with airplane single-engine land rating. His most recent third-class medical certificate was issued on May 5, 2014. He reported approximately 148 total flight hours, 70 as pilot-in-command.
The accident aircraft was a 4-seat, single engine, low wing, fixed gear monoplane manufactured in 1974. Originally equipped with a 150-horsepower Lycoming O-320-E3D engine, it was modified on July 20, 2012 with a Lycoming O-360-C4E engine (modified to O-360-A4M configuration) producing 180 horsepower under an Avcon Conversions supplemental type certificate. The most recent annual inspection was completed on October 1, 2013. At the time of the accident, the airplane had accrued about 2,906 total hours, and the engine had 6 hours since overhaul. The last weight and balance calculation was in 1992. Computations using the engine modification data, propeller, estimated occupant weights, 40 gallons of fuel, and the 1992 weight and balance indicated a takeoff weight of about 2,242 pounds, approximately 158 pounds below the maximum gross weight of 2,400 pounds listed in the STC.
Weather and Airport Information
Recorded weather at Marianna Municipal Airport (MAI), 21 nautical miles northeast, at 1453 included: winds 100° at 7 knots, 10 miles visibility, clear skies, temperature 32°C, dew point 18°C, altimeter 30.10 inHg. At Northwest Florida Beaches International Airport (ECP), 24 nautical miles southwest, at 1453: winds 030° at 3 knots, 10 miles visibility, clear skies, temperature 32°C, altimeter 30.09 inHg.
The calculated density altitude at 68FD was approximately 1,900 feet. An FAA Koch chart indicated a 20% increase in normal takeoff distance and a 10% decrease in rate of climb due to density altitude.
Wreckage and Impact Information
Examination revealed that the airplane first contacted a group of 70-foot-tall trees with the outboard portion of the right wing, then yawed and rolled to the right. It struck several more trees on a magnetic heading of 305°, separating the left outboard portion of the horizontal stabilator. It then struck terrain 80 feet later in a right wing down, nose low attitude, rotated to the right around its vertical axis, and came to rest on a 119° magnetic heading. A postcrash fire partially consumed the wreckage. Propeller strikes were found on broken tree branches and trunks, with burned underbrush and fire-damaged trees along the flight path. No evidence of preimpact structural failure was found; all major portions were present.
Control continuity was established from the control wheel to the ailerons and stabilator, and from rudder pedals to rudder. The pitch trim setting was about 25% nose up (approximately 3° of 11° available). Wing flaps were up. The engine had fire damage but remained partially attached. The propeller was attached; one blade exhibited twisting, S-bending, and chordwise scratching; the other showed forward bending and chordwise scratching. No debris was found in the carburetor float bowl or inlet screen. Oil was present in rocker boxes and sump; screens were clear. Crankshaft and valve train continuity was confirmed with compression on all cylinders. Borescope examination showed no preimpact damage. Spark plugs were normal except No. 2 and No. 4, which were oil-soaked from the post-impact position. Magnetoes were fire-damaged and untestable.
Video Recordings
Video footage from a ground witness and from onboard cameras provided detailed observations. The ground video showed the airplane taxiing, then at the far end of the runway. Engine noise variations were noted during the run-up. The takeoff roll began with a steep positive pitch attitude. At 03:18.28, the airplane was perpendicular to the camera, and pitch angle was estimated at about 18° nose up. The airplane cleared the trees but then began rolling right and descended.
Onboard video captured the entire flight. It showed the pilot following a checklist, the engine run-up, and initial climb. At 01:37, the attitude indicator showed nose up, altimeter 280 ft msl, airspeed indicator in the 2 o'clock position, vertical speed slightly less than 400 fpm. At 01:47, pitch angle increased and the airplane settled toward the treetops. The right wing brushed trees at 01:49 and 01:50. At 01:51, tree impact sounds were heard, and the airplane rolled right beyond 60°. At 01:52, the turn and slip indicator showed a right turn with ball displaced left. The video ended at impact.
Medical and Pathological Information
The pilot survived with serious injuries. Toxicological testing was negative for basic, acidic, and neutral drugs except for Etomidate and Midazolam, which were administered postaccident by medical personnel. Autopsies on the three deceased passengers listed causes of death as smoke inhalation and thermal injuries.
Additional Information
An airspeed indicator anomaly was noted: photographs from a prior flight showed the needle at the zero position. However, video from the accident flight showed the airspeed needle within a nominal range. The airplane was not equipped with a cockpit voice or flight data recorder. A windsock image from the onboard video indicated a tailwind of about 3 knots during takeoff from runway 27, based on FAA Advisory Circular standards.