Background
On February 11, 2015, about 1415 eastern daylight time, a Piper PA-28-140, N5985U, was substantially damaged when it collided with trees and terrain after takeoff from Air Harbor Airport (W88) in Greensboro, North Carolina. The private pilot was fatally injured. Visual meteorological conditions prevailed, and no flight plan was filed for the local personal flight conducted under 14 CFR Part 91.
The pilot had rented the airplane from the owner/operator. A witness observed the pilot start the airplane and taxi to an area near the end of runway 27, where he performed an engine run-up. Two witnesses reported that the takeoff sounded normal; however, they did not hear the airplane continue around the airport traffic pattern. One witness drove to the end of runway 27 and found the wreckage, observing fuel flowing from the wing area before calling 911.
Sequence
After takeoff from runway 27, the airplane turned left, descended, and struck approximately 65-foot-high trees about 400 feet from the end of the runway. The airplane first contacted the trees about 45 feet above ground level, then dropped to the forest floor, coming to rest on its left side wedged between two trees at an elevation of about 769 feet msl.
Examination of the wreckage revealed the fuselage exhibited multiple areas of crush and compression damage, and the aft fuselage had been bent about 45° to the left. The cabin was mostly intact. The airplane was equipped with lap belts but not shoulder harnesses. The left wing showed crush and compression damage, with an outboard section separated. The right wing was almost completely separated at the wing root. The rudder and stabilator moved freely; wasp nests were found inside the rudder. The stall warning vane operated normally.
Instrument panel examination showed the throttle in the full power position, mixture full rich, carburetor heat off, fuel primer in and locked, auxiliary electric fuel pump ON, airspeed indicator about 66 knots, tachometer about 1,100 rpm, and flaps retracted. Flight control continuity was established from the ailerons, stabilator, and rudder to the cockpit controls.
The propeller spinner exhibited crush damage; one blade was bent aft about 10°, the other about 30°, with no leading edge gouging or chordwise scratching. The engine remained attached to the firewall; continuity was confirmed, compression and suction were observed on all cylinders, magnetos produced spark, spark plugs appeared normal except one impact-damaged plug, and oil was present and clean. The carburetor contained about 2 teaspoons of fuel; the fuel inlet screen was clean. The engine-driven fuel pump was impact-damaged but had no damage to diaphragms or check valves. The fuel strainer and electric fuel pump were devoid of fuel; screens contained no debris.
The fuel selector valve handle was in the right tank position. The valve was stiff to rotate, detents could not consistently be obtained, and air flow through it was intermittent. Disassembly revealed rotational scoring, discoloration, and worn detents.
Aircraft Examination
The accident airplane was a 1970 Piper PA-28-140, single-engine, unpressurized, low-wing monoplane with conventional metal construction, tricycle landing gear, and wing flaps. It was powered by a Lycoming O-320-E2A engine driving a metal two-bladed fixed-pitch propeller.
At the time of the accident, the airplane was registered to a previous owner; the owner/operator had not registered the airplane since purchasing it on August 21, 2013. The previous owner stated the airplane "had been sitting for several years without flying." Maintenance records showed the last annual inspection before sale was on January 3, 2008, at 3,690.9 total hours; the first after sale was January 1, 2014, at 3,709.4 hours. The most recent annual was completed on January 6, 2015, at 3,787.86 total hours, with 1,466.86 hours since engine major overhaul. The airplane had operated about 11 hours since that inspection. The engine run for the annual occurred on January 21, 2015, lasting 6 minutes. At the time of the accident, the transponder inspection was out of date, and FAA Airworthiness Directive 2010-15-10 had not been accomplished.
Medical Examination
The 74-year-old pilot held a private pilot certificate with single-engine land rating; his most recent FAA third-class medical was issued January 20, 2014. He had about 359 total flight hours, 63 in the accident airplane make and model. On his medical application, he reported glaucoma (timolol), prostatic hypertrophy (alfuzosin), and cholesterol-lowering medication (atorvastatin).
An autopsy revealed the cause of death as multiple crushing blunt force injuries. Evidence of atherosclerotic cardiovascular disease was found: heart weight 450 grams, concentric left ventricular hypertrophy, coronary artery stenosis (70% LAD, 50% circumflex, 60% right), no myocardial scarring.
Toxicology identified alfuzosin, timolol (both reported), and citalopram and its metabolite (not reported). Citalopram/escitalopram are antidepressants carrying a warning about impaired mental/physical ability for hazardous tasks. The FAA allows special issuance for stable doses without side effects. Family reported the pilot had a history of anxiety well-managed with escitalopram without side effects.
Additional Findings
The fuel selector valve was likely original, with four positions (LEFT, RIGHT, OFF, OFF); it had not been modified per Piper Service Bulletin No. 840 or 840A, which would have reduced the positions to three and installed a spring-loaded stop. The electric fuel pump was functional and found ON.
A witness observed what appeared to be fuel "atomizing" near the left wing root before takeoff. Fuel staining was found inside the wings, and rubber fuel tank vent tube couplers were age-hardened, split, and leaking. The fuel strainer quick drain was closed.
Interviews with the chief mechanic and mechanic's helper indicated the fuel selector was stiff during inspections but considered acceptable. The mechanic's helper performed the engine run alone and was unaware of requirements. The owner/operator stated there were no complaints prior to the accident.
Comparison of the accident fuel selector valve to an exemplar valve revealed staining, corrosion, and debris on the accident valve; the exemplar rotated smoothly with positive detents. Spectroscopy showed debris contained elements matching the valve body composition.