BROOKLYN, MI, USA
N5195L
PIPER PA-28-180
SHORTLY AFTER TAKEOFF WITNESSES OBSERVED THE AIRPLANE IN A HIGH PITCH-UP ATTITUDE, YAWING LEFT AND RIGHT. ONE WITNESS, AN AIRFRAME AND POWERPLANT MECHANIC, SAID THE ENGINE SOUNDED AS THOUGH IT WAS NOT PRODUCING FULL POWER. AFTER GAINING ABOUT 100 TO 200 FEET ABOVE THE GROUND, THE AIRPLANE ROLLED INTO A 90 DEGREE BANK AND DESCENDED INTO SWAMPY TERRAIN. FLIGHT CONTROL CABLE CONTINUITY WAS ESTABLISHED. THE CARBURETOR HAD BROKEN AWAY FROM THE INTAKE MANIFOLD AND HAD BEEN SUBMERGED IN SWAMP WATER. EXAMINATION OF THE MAGNETOS REVEALED THE RIGHT MAGNETO TIMING HAD BEEN 8 DEGREES BEFORE TOP DEAD CENTER; THE MANUFACTURER'S RECOMMENDED SETTING IS 26 DEGREES BEFORE TOP DEAD CENTER. THE LEFT MAGNETO TIMING WAS SET AT THIS NUMBER. THE RIGHT MAGNETO WAS RETIMED TO THE MANUFACTURER'S PRESCRIBED SETTING. THE ENGINE RUNUP WAS ACCOMPLISHED USING ITS MAGNETOS AND A FACTORY CARBURETOR. THE ENGINE AND CARBURETOR WERE EXAMINED AT THEIR RESPECTIVE MANUFACTURERS; BOTH WERE FOUND TO OPERATE WITHIN THE MANUFACTURER'S SPECIFICATIONS.
On June 18, 1995, at 1700 eastern daylight time (edt), a Piper PA-28-180, N5195L, piloted by a private pilot, was destroyed during a collision with trees and terrain shortly after takeoff. A witness reported the airplane lifted off the runway with about 700 feet of usable runway remaining. Visual meteorological conditions prevailed at the time of the accident. The pilot and one passenger received serious injuries. A second passenger received minor injuries. The flight departed Brooklyn, Michigan, at 1700 edt. The pilot's written statement on NTSB Form 6120.1/2 stated the engine began running rough during the initial climb after takeoff. He said he was having trouble controlling the airplane during the climb. The pilot said he tried to make a 180 degree turn toward the airport. During the turn the pilot said he remembered seeing the top of a dead tree. He said he could not recall anything further about the accident. During an interview with the pilot he said he recalled the engine began to "...spit and sputter..." during the initial climb following takeoff. He said it was hard to control the airplane in the pitch mode during climbout and during the turn back toward the airport. The pilot said he tried to keep the airplane in the air while it was loosing power. The owner of a fixed base operation at N5195L's departure airport said he was about 800 feet from the taskeoff end of the runway used by N5195L. According to this witness, the airplane's tail hit the runway as it pitched up for liftoff during its takeoff roll. The witness said the pitch up motion looked like the airplane's control yoke was "yanked" back. He said the airplane climbed about four to five feet above the runway. During this phase of its flight, the airplane flew in a stalled flight attitude according to thw witness. He said it appeared as though the pilot was trying to get the airplane to climb higher. The Columbia County Michigan Fire Chief observed the airplane taxi by with its cabin door open. He said the airplane taxied to the far end of the airport and sat for a long time before departing. He said it appeared as though the airplane took off about 200 yards beyond the taxiway located beyond the mid-field point. At the time of the lift off the airplane's tail dropped. He said the airplane appeared to have its tail go side to side during its flight. The Fire Chief said the airplane flew about 1/2 mile from the runway end when it began a right turn. He said the airplane rolled over into a 90 degree bank and descended nose low until disappearing behind a tree line. The on-scene investigation was conducted by an FAA Principal Maintenance Inspector (PMI). The PMI said N5195L impacted a water filled sink hole in a swampy area. The PMI said the propeller had one blade bent aft about 45 degrees, the second blade was not damaged. He said the fuel tanks had ruptured upon ground impact. The PMI said he was able to smell the soil next to the wings that had an odor similar to 100 LL aviation fuel. According to the PMI, the airplane had been refueled with 13 gallons of 100 LL aviation fuel before departure. The PMI said he was able to establish flight control cable continuity. He said stabilator trim tab was positioned slightly nose up. The trim tab jack screw was nine threads exposed above the trim drum holder bracket. The trim tab jack screw had six threads exposed below the trim drum holder bracket. The engine was shipped to the manufacturer for inspection and runup. Both magnetos were tightly secured to their mounts. Examination of the magneto mounts revealed the right magneto had moved on its mounting flange. The scrape marks were not rusted and had a silver color to them. The carburetor had broken off its flange mounting during the collision process and was found in swampy ground. Water and dirt were found in the float bowl. The throttle plate was opened and a liquid, similar to water, shot outward from the accelerator discharge tube. After installing a factory carburetor on the engine, it ran to factory production test specifications. Before the engine runup the right magneto had to be reset from its found 8 degrees before top dead center (BTDC). It was set to the same setting of the left magneto, 26 degrees BTDC. The magneto check was conducted at 2,200 RPM. The check was within factory standards for the engine. The accident airplane's carburetor was flow checked at the manufacturer. At full throttle the carburetor showed a fuel flow of 102 pounds per hour. This fuel flow was in accordance with factory standards for the carburetor.
the pilot operating the airplane with a known deficiency. A factor was the pilot not maintaining control of the airplane.
Source: NTSB Aviation Accident Database
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