History of Flight
On September 23, 2015, at about 1328 Pacific daylight time, a Piper PA-28/140, registration N56897, collided with terrain shortly after takeoff from Elko Regional Airport, Elko, Nevada. The airplane was operated by the private pilot under 14 CFR Part 91. The pilot sustained minor injuries, the passenger serious injuries, and the airplane substantial damage. The cross-country flight had departed Elko at about 1326, destined for Nampa Municipal Airport, Idaho. Visual meteorological conditions prevailed; no flight plan was filed.
The pilot reported that he and the passenger began the day at their home airport, Kidwell Airport, Cal-Nev-Ari, Nevada, at about 0715. They stopped at Perkins Field Airport, Overton, Nevada, to fill the fuel tanks to capacity, then flew north toward Ely, Nevada. After reaching Ely and passing through Ruby Ridge Pass at 8,800 ft msl, the engine began to run slightly rough—a new occurrence. The pilot leaned the mixture, the engine smoothed out, and RPM increased by 200. He stated he typically operated at full rich during takeoff and cruise.
At Elko, the pilot added 15 gallons of fuel to the left tank and 10 to the right. He chose not to fill the tanks because of the short remaining distance and concerns about high temperature and elevation affecting performance. The passenger occupied the front right seat; two bags weighing less than 10 pounds each were in the back.
The pilot started the engine about 1320; the run-up was uneventful. He began takeoff on runway 12, as runway 6/24 was closed for construction. He estimated that the 3,012-foot runway, while adequate, left minimal options in an emergency.
Acceleration was normal, but shortly after rotation, controls felt “mushy”—a sensation the pilot had experienced before in hot weather. He continued the climb with gentle inputs, expecting the airplane to regain a positive climb rate. However, the airplane did not climb above 200 ft agl. After crossing the street at the runway end, it began to descend. As descent continued over warehouses, the pilot retarded the throttle and landed straight ahead in a field. Just before impact, he pulled back on the yoke to reduce airspeed and impact forces. The airplane landed hard, shearing both main landing gear and crumpling the fuselage aft of the cabin. The engine operated normally throughout; no coughing or sputtering occurred.
Witnesses observed the airplane flying slowly after rotation, not gaining significant altitude. One noted the nose was unusually high as it descended behind buildings. No smoke or vapors were seen.
Meteorological Information
At 1356, the automated surface weather at Elko Airport reported wind variable at 5 knots gusting to 18 knots, 10 miles visibility, temperature 27°C, dew point -6°C, and altimeter 30.13 inHg.
Tests and Research
The airplane was recovered and examined by the NTSB, FAA, and Piper. The engine fuel mixture control was full forward (full rich). Spark plugs showed normal to normal-worn wear, but plugs 1, 3, and 4 had dark grey discoloration and sooting; plug 2 was carbon fouled. No mechanical malfunctions or failures were found.
The Pilot's Operating Manual performance chart indicated that at 1,950 lb gross weight, zero wind, flaps 0, on a paved dry runway with density altitude 7,000 ft, takeoff distance was about 1,550 ft, and distance to clear a 50-ft obstacle about 3,300 ft. At maximum gross weight of 2,150 lb, these distances increased to 1,700 and 3,600 ft. A note stated extrapolation above 7,000 ft is invalid. The manual recommended full rich mixture except allowing minimal leaning for smooth operation at high elevation. Lycoming Service Instruction No. 1094D recommended leaning for maximum RPM at full throttle prior to takeoff at density altitudes of 5,000 ft or higher.