History of Flight
On December 23, 2016, about 1145 eastern standard time, a Piper PA-28-161 airplane, N31202, was substantially damaged when it impacted trees and terrain while maneuvering after takeoff from Middlebury State Airport (6B0), Middlebury, Vermont. The private pilot was fatally injured. The airplane was registered to PC Air Ventures Ltd and operated by the pilot under Part 91. Visual meteorological conditions prevailed, and no flight plan was filed for the local personal flight.
According to a witness at the airport, the airplane was based at 6B0 and had not been flown during the past 2 months. The witness reported that the pilot arrived about 0815, cleared snow from the wings, put a battery charger on the battery, and plugged in the engine heater. The pilot then performed a preflight inspection and drained fuel samples from the fuel tanks. About 1135, the pilot taxied to runway 19 and departed. During the initial climb, about 150 ft above ground level, the airplane's wings "wagged." The airplane climbed about another 150 ft, and the engine "skipped" and then "went back to normal." The airplane continued to climb, made a slight right turn, and then entered a left turn. When the bank angle was about 45°, the airplane "stalled" and "rapidly" descended until it struck trees.
Another witness, at a business about 500 ft south of the departure end of runway 19, heard an engine "sputtering" and saw the airplane flying south. The airplane "then looped in a counter-clockwise direction" and headed north. The witness could not hear any engine noise as it descended "at a fast rate" and collided with a tree. When the witness ran to the accident site, he smelled fuel and saw a fire. He cut the pilot's seatbelt and pulled him from the airplane.
Personnel Information
According to FAA records, the pilot held a private pilot certificate with an airplane single-engine land rating. He was issued a third-class medical certificate on August 6, 2009, with no limitations; this medical certificate expired on August 31, 2014. At that time, he reported 750 hours of total flight experience, of which 54 hours were within the previous 6 months. The pilot also held an airframe and powerplant mechanic certificate and an inspection authorization.
Aircraft Information
According to FAA records, the airplane was issued an airworthiness certificate on April 10, 1978. The 4-place airplane was equipped with a Sensenich fixed-pitch propeller and a 160-horsepower Lycoming O-320 engine. According to the maintenance logs, an annual inspection was performed on June 14, 2016, at a total time of 8,582.0 hours. A witness reported the airplane had been flown about 10 hours since that inspection.
The most recent fueling at 6B0 was 15 gallons of 100LL aviation fuel on May 26, 2016.
According to the Pilot Operating Handbook (POH), the airplane was equipped with two 25-gallon fuel tanks. A drain was located at the bottom, inboard, rear corner of each fuel tank, and a fuel strainer with a drain was on the lower left front of the firewall. The POH states that the fuel tank drains and strainer should be drained daily before the first flight and after refueling to avoid accumulation of contaminants. The fuel strainer should be drained twice, once with the fuel selector valve on each tank, with sufficient fuel flow to ensure removal of contaminants.
Meteorological Information
The 1135 recorded weather observation at 6B0 included wind from 180° at 11 knots gusting to 14 knots, visibility 10 miles, scattered clouds at 3,200 ft above ground level, temperature 3°C, dew point -3°C, and altimeter setting 30.26 inches of mercury.
Wreckage and Impact Information
The airplane came to rest upright about 300 ft from the departure end of runway 19. Tree branches with 45°-angle cuts and dark paint transfer were along the debris path. The main wreckage was oriented on a 347° magnetic heading, the debris path on 360°, and measured about 160 ft in length. All major components were accounted for. The fuselage was intact but heavily damaged by impact and a postimpact fire. Flight control continuity was confirmed through multiple overload fractures. The fuel tanks were breeched; the left tank showed thermal damage, the right heavy impact damage. The right fuel cap remained seated but with a cracked gasket; the left cap was seated but thermally damaged.
The engine remained attached except for one mount and was removed for examination. Crankshaft continuity was confirmed. All cylinders were attached; rocker box covers removed showed no anomalies. Valve train continuity was confirmed. Borescope inspection found no anomalies. Piston movement and thumb compression were observed on all cylinders. Both magnetos produced sparks when rotated. Top spark plugs had dark gray electrodes consistent with the Champion Check-A-Plug chart.
The engine-driven fuel pump expelled liquid consistent with 100LL aviation fuel when actuated. No debris was noted in the liquid. No anomalies were found with the pump. Fuel was noted in the line to the carburetor. The carburetor was impact separated but attached by cables. Disassembly revealed no liquid in the fuel bowl; the floats had hydraulic deformation. Debris like dirt at the accident site was in the carburetor. The inlet fuel screen was clean.
The propeller was separated and found about 20 ft forward of the main wreckage. Both blades exhibited slight S-bending and chordwise scratching.
Additional Information
The POH emergency procedures for engine power loss during takeoff state: if insufficient runway remains, maintain safe airspeed, make only shallow turns to avoid obstructions, and use flaps as required.
The FAA Safety Team pamphlet "Aircraft Control After Engine Failure on Takeoff" states that startle responses during unexpected situations like powerplant failure during takeoff or initial climb have contributed to loss of control. It indicates a higher probability of survival if continuing straight ahead after an engine failure, as turning back requires a turn of greater than 180 degrees and could create a scenario for a stall/spin.
Medical and Pathological Information
The Vermont State Department of Health performed an autopsy. The cause of death was multiple blunt impact injuries.
FAA toxicology testing of the pilot was negative for carbon monoxide and ethanol. Levetiracetam was detected in urine and blood; tramadol was detected in urine but not in blood.
Levetiracetam is an anticonvulsant used for certain seizures and is disqualifying for FAA aeromedical certification. Tramadol is an opiate analgesic with abuse potential that may impair mental and/or physical ability for hazardous tasks.
Medical records from the Department of Veterans Affairs revealed the pilot was first diagnosed with epilepsy in 1996. He had been maintained on levetiracetam since 2010 without complaint of somnolence. In August 2015, he had three seizures on the same day. He was prescribed levetiracetam twice daily and told not to drive for 6 months. He reported no further seizures to his VA providers through his last appointment on December 14, 2016.