History of Flight
On July 16, 2016, at approximately 1845 eastern daylight time, a Piper PA-28R-201 (N2241Q) collided with terrain after departing from Hogan Airport (NY05) in Esperance, New York. The private pilot was seriously injured, and the three passengers sustained fatal injuries. The airplane was destroyed. The flight was conducted under 14 Code of Federal Regulations Part 91 without a flight plan in visual meteorological conditions. The flight originated at NY05 and was destined for Tweed-New Haven Airport (HVN) in New Haven, Connecticut.
Earlier that day, a fixed base operator at HVN fueled the airplane with 14 gallons of 100LL aviation fuel, bringing the fuel level to "just above the tabs." The pilot then flew with the three passengers from HVN to NY05. Witnesses reported that the pilot and passengers attended a party at NY05. The accident airplane was the last to depart from NY05, and another pilot had suggested departing on runway 12L. However, surveillance video showed the airplane took off on runway 30R, which is 3,000 feet long with the first 600 feet and final 400 feet being turf and the middle 2,000 feet asphalt. The video indicated the pilot began the takeoff roll at the start of the paved section, providing 2,400 feet of available runway. During the roll, the nosewheel lifted off and then settled back, then lifted again, and the airplane became airborne with about 900 feet of runway remaining.
Several witnesses described the takeoff as "slow" and "sluggish," with a "gentle" left turn immediately after takeoff. One witness noted that the airplane attempted to rotate earlier than other departing airplanes. When airborne, "the nose was pitched so high that the wings wallowed." The airplane overflew a hangar left of the departure end at low altitude, continued its left turn, and descended into trees. Another witness stated that the engine was under full power and did not fail. The pilot, due to his injuries, was not interviewed but reported in a written statement that he had "no personal recollection of the subject flight." Radar data from the Federal Aviation Administration showed the airplane in a left turn after takeoff, climbing to about 100 feet above ground level, with groundspeed between 58 and 67 knots. The final radar target was about 100 feet beyond the departure end and 1,000 feet left of the runway centerline.
Pilot Information
The pilot held a private pilot certificate with ratings for airplane single-engine land and instrument airplane. He was issued a third-class medical certificate on May 1, 2015. The pilot reported about 561 total hours of flight experience. His logbooks were not recovered, and his flight experience in the accident airplane make and model could not be determined.
Aircraft Information
The four-seat, low-wing, retractable-gear airplane was manufactured in 1977. It was powered by a 200-horsepower Lycoming IO-360 engine driving a McCauley two-blade, constant-speed propeller. The most recent annual inspection was completed on March 1, 2016, at 6,573.6 total aircraft hours.
Weight and balance calculations based on estimated fuel onboard and estimated passenger weights indicated a takeoff weight at NY05 of 2,816.5 lbs, which is 66.5 lbs above the maximum allowable gross weight of 2,750 lbs. No performance charts exist for any weight above the maximum gross weight. At maximum gross weight, the estimated takeoff ground roll was 2,180 feet, and the total distance to clear a 50-foot obstacle was 2,750 feet.
According to the pilot's operating handbook, rotation speed for a normal takeoff was between 65 and 75 knots indicated airspeed (KIAS). With a flap setting of 25°, rotation speed for a short-field takeoff was between 50 and 60 KIAS. After liftoff, airspeed was to be increased to 55 to 65 KIAS. No performance charts or procedures exist for a 10° flap setting, and the charts do not consider the effects of a grass runway surface. The gross weight stalling speed with power off and full flaps is 55 KIAS; with flaps up, this speed increases by 5 knots. Loss of altitude during stall can be as great as 400 feet depending on configuration and power. The manufacturer did not publish power-on stall speeds. Best rate of climb speed at gross weight is 90 KIAS, and best angle of climb speed is 78 KIAS.
Meteorological Information
At 1851, the weather reported at Albany International Airport (ALB), located about 23 nautical miles east of the accident site, included wind from 030° at 3 knots, visibility 10 statute miles, few clouds at 5,000 feet, scattered clouds at 11,000 feet, broken clouds at 22,000 feet, overcast at 25,000 feet, temperature 27°C, dew point 16°C, and altimeter 30.04 inches of mercury. The calculated density altitude at NY05 was about 3,000 feet. The density altitude at HVN when the airplane departed was 1,971 feet.
Wreckage and Impact Information
The airplane came to rest in swampy, wooded terrain and was destroyed by impact and postcrash fire. All major components were accounted for at the scene. The wreckage path was oriented on a 180° magnetic heading and was 60 feet in length. The main wreckage was oriented on a magnetic heading of 350° and rested upright about 1,400 feet beyond the departure end of the runway and about 700 feet left of the runway centerline.
The right stabilator and a portion of the right wing were separated and found in trees along the debris path. All flight control surfaces were accounted for, and flight control continuity was confirmed from the cockpit to each control surface. The left wing was separated at the wing root and had thermal damage on the inboard portion. The right wing was still attached to the fuselage and sustained substantial thermal damage. The flap control handle indicated a flap position of 10°. The cockpit and fuselage were destroyed by fire. Both propeller blades exhibited aft bending and leading-edge polishing. The landing gear was retracted.
The engine was rotated by hand at the propeller, and continuity of the drive train, valve train, and accessory section were established. The spark plugs showed signs of normal wear. The magnetos were destroyed by fire. Thumb compression was confirmed on all cylinders. Examination of the engine and disassembly of its accessories revealed no evidence of any preimpact mechanical anomalies.
Additional Information
The report references FAA Pamphlet FAA-P-8740-2 and the Pilot's Handbook of Aeronautical Information regarding density altitude. According to these publications, reduced air density (density altitude) adversely affects aerodynamic performance and decreases engine horsepower output. This results in increased takeoff distance, reduced rate of climb, increased true airspeed (but same indicated airspeed) on approach, and increased landing roll distance. Density altitude is the vertical distance above sea level in the standard atmosphere at which a given density is found. As air becomes less dense, it reduces power, thrust, and lift.
Medical and Pathological Information
The FAA's Bioaeronautical Sciences Research Laboratory performed toxicological testing of samples from the pilot. The results were negative for ethanol and drugs of abuse.