History of Flight
On June 25, 2018, at approximately 0815 eastern daylight time, a Cessna 340A airplane, registration N60E, overran the runway during an aborted takeoff at Orlando Executive Airport (ORL), Orlando, Florida. The private pilot and three passengers were not injured. The airplane sustained substantial damage when it encountered a drainage culvert after exiting the paved runway surface. The airplane was registered to Little Dreams Aviation and operated as a Title 14 Code of Federal Regulations Part 91 personal flight. Visual meteorological conditions existed at ORL at the time of the accident. The flight was originating from ORL.
According to the pilot, the airplane remained unhangared at ORL for about a week before the accident. On the day of the accident, engine start, run-up, and taxi were normal. The pilot began the takeoff roll using the full length of runway 7. He reported that initially the takeoff roll and acceleration seemed normal, but then he felt a "sudden lag in…forward motion." The pilot stated that the maximum speed observed on the airspeed indicator (ASI) was 43 knots, and that the ASI needle "seemed to be fluttering" at that speed and no longer indicated an increase. Those observations prompted the pilot to verify that the mixture, propeller, and throttle controls were fully forward, which they were. The pilot did not observe or report any explicit engine problems or asymmetric power. However, based on the lag sensation and ASI indications, the pilot decided to discontinue the takeoff.
The pilot said he began the abort procedure when the airplane was about halfway down the runway, pulled power, and used the brakes and spoilers to decelerate. Determining that the airplane might not stop before overrunning the runway end, he steered off the right side of the runway end to avoid antennae and lights. The airplane tracked through grass, then struck and stopped in a drainage culvert oriented parallel to the runway. The pilot shut down the airplane and the occupants exited.
Pilot Information
Federal Aviation Administration (FAA) records indicated the pilot held a private pilot certificate with airplane single-engine land, multi-engine land, and instrument airplane ratings. The pilot reported total flight experience of about 1,078 hours, including about 396 hours in multi-engine aircraft and about 33 hours in the accident airplane make and model. His most recent flight review was completed in May 2018, and his most recent FAA third-class medical certificate was also issued in May 2018.
Aircraft Information
The airplane was manufactured in 1979 and equipped with two Continental Motors TSIO-520 series engines. It was registered to the pilot on March 27, 2018. The pilot reported that the airplane had a total time in service of about 4,518 hours. The left engine had a total time of about 2,642 hours and a time since major overhaul (TSMOH) of about 385 hours. The right engine had a total time and TSMOH of about 1,043 hours. The airplane's most recent annual inspection was completed in October 2017.
In 1998, the airplane was modified by RAM Aircraft Corporation to install multiple engine, propeller, and airframe modifications intended to improve overall airplane performance. The modification package increased the maximum allowable takeoff weight from the Cessna value of 5,990 lbs to the RAM value of 6,390 lbs. Airplane documentation indicated that RAM included a modified Operations Manual and a Supplemental Flight Manual to reflect the operational and performance changes.
The airplane was equipped with a single pitot tube mounted on the lower portion of the fuselage nose, and two static ports (one per side) mounted on the fuselage nose. The pilot reported that he had covered the pitot tube during the week the airplane was at ORL but did not cover the static ports. During preflight inspection, he removed the pitot cover, inspected all three articles, and did not detect any anomalies.
The airplane had three airspeed indication displays: two standard three-inch diameter mechanical-pneumatic analog devices (one on each side of the instrument panel) and a digital value presented on the Garmin Primary Flight Display (PFD) installed on the left side instrument panel.
Meteorological Information
The 0753 ORL automated weather observation included winds from 070° at 4 knots, visibility 10 miles, clear skies, temperature 26°C, dew point 24°C, and an altimeter setting of 30.11 inches of mercury.
Wreckage and Impact Information
Tire tracks in the grass indicated that the airplane exited the southeast corner of the paved surface of runway 7. The airplane came to a stop upright, partially in the drainage culvert, with a significant nose-down pitch attitude. The stopping point was about 500 feet beyond the runway pavement end and offset about 300 feet from the runway centerline, located about 6,500 feet from where the airplane began its takeoff roll. The nose and nose landing gear were substantially damaged, and the right side propeller was also damaged.
The engines remained attached to the airframe. One propeller blade on the right engine was bent aft at midspan. The top and side cowlings were removed from both engines; no anomalies were visually observed. The top spark plugs were removed, and the electrodes exhibited normal worn-out signatures compared to the Champion Check a Plug chart.
The crankshafts were rotated manually using the propellers. Sparks were observed on all top ignition leads, and thumb compressions were obtained on all cylinders. Visual inspections of the cylinder combustion chambers via lighted borescope did not reveal any anomalies.
A test of the airplane airspeed indicating system (minus the pitot tube) was conducted. A test unit coupled to the pitot input line downstream of the pitot tube connection provided known pressure inputs corresponding to airspeeds from 20 to 200 knots. The airspeed values displayed on the Garmin PFD and two mechanical ASIs corresponded to the test pressure/speed values throughout the test range, and no leaks were detected.
Additional Information
Weight and Balance: The pilot provided weight calculations: airplane empty weight 4,700.71 lbs, combined front seat weight 321.5 lbs, aft seat weight 276 lbs, baggage 152.76 lbs, ramp fuel 966 lbs, takeoff fuel 936 lbs. Maximum allowable ramp weight was 6,430 lbs; calculated ramp weight was 6,417 lbs. Maximum allowable takeoff weight was 6,390 lbs; calculated takeoff weight was 6,387 lbs. The pilot's calculations indicated the airplane was within the allowable CG range. None of the weight values were independently verified.
Airplane Performance: The manufacturer (Cessna) provided separate takeoff distance charts for accelerate-go and accelerate-stop cases for a maximum weight of 5,990 lbs. The pilot provided accelerate-go and accelerate-stop charts bearing the logo "SIMCOM" and a RAM chart for normal takeoff distance. The Cessna and SIMCOM charts presented identical performance data, neither providing data for weights above 5,990 lbs. The RAM chart was for takeoff weights between 5,990 and 6,390 lbs. For ambient conditions and a takeoff weight of 5,990 lbs, the Cessna/SIMCOM accelerate-go distance was about 4,924 ft; accelerate-stop distance about 3,510 ft. The RAM chart for 6,390 lbs yielded a takeoff distance of about 2,350 ft but provided no accelerate-stop data.
Discontinued Takeoff Procedures: The Cessna POH Amplified Procedures advised that before initiating takeoff, a go/no-go decision should be made for engine failure. Signs of rough operation, unequal power, or sluggish acceleration were cause to discontinue. The accelerate-stop chart was based on an engine failure speed of 91 knots for the 5,990 lb weight, with procedure to bring engines to idle and apply maximum effective braking. The pilot's executed procedure was to pull power, apply brakes, and actuate spoilers.
Time and Distance Estimates: Calculations based on available performance data and standard equations indicated that the airplane would have taken about 13 seconds and about 450 ft to accelerate to 43 knots. If speed remained at 43 knots, an additional 35 seconds would be required to reach the halfway point, affording 3,000 ft of pavement to stop. If the pilot maintained 43 knots, about 88 seconds would be required to travel the 6,000 ft runway.
Ferry Flight Information: The airplane remained at ORL after the accident and was prepared for a ferry flight to Michigan. In mid-October 2018, after repairs, mechanics test-ran the engines. The right engine operated normally, but the left engine would not develop full rpm (only about 2,000 rpm). Analysis indicated carbon buildup on the turbocharger wheel shaft caused non-operation; the turbine wheel was freed with finger pressure, and then the engine developed full rpm. About ten days later, a ferry pilot was unable to develop full rpm in the right engine during runup; examination revealed a sticking turbocharger wastegate, which was lubricated and functioned normally. On October 30, 2018, the airplane was successfully ferried from ORL to Michigan with both engines operating normally.