History of the Flight
The pilot planned a pleasure flight from Pointe-à-Pitre le Raizet Airport (Guadeloupe) to V.C. Bird Airport (Antigua and Barbuda). After lining up from taxiway Q, the pilot took off from runway 12 with flaps retracted. The controller reported wind 070° at 13 kt. The aircraft flew over the threshold of runway 30 at approximately 30 ft height and a ground speed of about 70 kt. Shortly after reaching 100 ft, the pilot initiated a left turn back and reported an engine failure. On completing the turn, the aircraft flew over a shopping centre car park at around 30 ft and collided with a street light, a palm tree, and then the ground behind the car park.
Aircraft Information
The Piper PA-28R-201 Arrow III is a retractable-gear, variable-pitch propeller aircraft with a 200 hp Lycoming injection engine. Registration F-ODSM was based at Pointe-à-Pitre le Raizet Airport. The flight manual specifies rotation speed between 65 and 75 kt with flaps in takeoff configuration. Under the day's conditions (temperature 30°C, estimated weight 2170 lb), calculated takeoff distances with flaps retracted were 335 m run and 430 m to 50 ft; with flaps at 25°, 215 m run and 260 m to 50 ft. Climb performance: best rate-of-climb speed 90 kt, best gradient 78 kt. Calculated vertical speeds: 575 ft/min with gear extended, 750 ft/min with gear retracted.
Pilot Information
The 64-year-old pilot held a private pilot license (PPL(A)) with SEP rating since 1991, logging over 3,300 flight hours, primarily on Piper aircraft. He flew approximately five to ten hours per month. He held site authorizations for several short runways and indicated that on those runways, he applied power with feet on brakes. Since 5 June 2019, when taxiway Q was brought into service, the pilot had performed multiple takeoffs from Pointe-à-Pitre Airport, including from taxiway Q and after backtracking to old taxiway A.
Wreckage Examination
Examination of the wreckage determined damage resulted from collision with obstacles and ground. Observations: propeller rotated freely, deformations indicated little power at impact; fuel was present; no external signs of engine damage; the three controls (power, propeller pitch, fuel) were aligned and pushed forward; landing gear was extended; flaps were retracted. No in-depth engine examination was conducted. Spectrum analysis of air-ground communications did not provide information on engine performance.
Witness Statements
Air traffic controllers described the takeoff run as very long with low speed and rate of climb. They noted that from runway 12, ahead are busy roads and a golf course, making a straight-ahead landing difficult in case of engine failure. The pilot stated that after a nominal takeoff with rotation around 65 kt, shortly after wheel lift-off he felt a decrease in engine power; manifold pressure decreased while propeller rpm remained unchanged. He moved the power control and changed fuel tank, then initiated a turn for an appropriate circuit. He reported a total loss of power shortly after starting the turn back. He chose to stay level over a shopping centre car park by increasing pitch attitude, then headed towards wasteland, striking a street light and a palm tree, aiming to avoid injuring third parties.