HARTFORD, CT, USA
N234DM
Piper PA-46-310P
The pilot reported that he performed a rolling takeoff from the 2315 ft runway. He said that as soon as the airplane broke ground on the takeoff roll, he experienced a loss of engine power. The pilot said that he retracted the gear to help clear a 42 ft dike at the departure end of the runway. Also, he reported that after clearing the dike, he turned gradually to the left, and the left wing stalled. Two witnesses reported hearing loud, steady sounds from the airplane's engine and propeller. They said they saw the airplane in a high nose-up attitude, and watched the airplane descend behind the dike. The engine could be heard until the airplane contacted the river. During an operational check after the accident, the engine performed at recommended levels. According to performance data provided by the FAA, at the given takeoff weight, with a zero degree flap setting, the airplane required 2850 feet of runway to clear a 50 ft obstacle. The charts were based on full power before brake release.
On July 12, 1996, at about 1115 eastern daylight time, a Piper PA-46-310P, N234DM, was destroyed when it descended into the Connecticut River shortly after takeoff from Runway 11, at Hartford-Brainard Field, in Hartford, Connecticut. The commercial rated pilot and three of the five passengers on board reported minor injuries. Two passengers reported serious injuries. Visual meteorological conditions prevailed at the time of the accident, no flight plan was filed. The flight was conducted under 14 CFR 91. The airplane departed Hartford, Connecticut, at approximately 1113 with an intended destination of Block Island State Airport (BID), Rhode Island. The pilot reported that he performed the pre-flight, loaded the passengers, started the aircraft, and taxied to runway 11. He said he performed "... a normal run-up ..." and that there were no anomalies. He said he was cleared for takeoff and started his takeoff roll with " ... one notch of flaps (10 degrees) ..." set. The pilot stated that he " ...rotated at 80-85 knots ..." and that "... as soon as I broke ground, there was a noticeable drop ..." in engine power but that the engine "... did not stop." The pilot explained that he "...pulled the gear up ..." to assist him in his effort to "...clear the dike..." at the departure end of runway 11. He stated that as he cleared the dike "...the airplane began to buffet. I turned to the left - a very gradual turn to avoid a stall - but the [left] wing stalled." The pilot reported to an FAA Safety Inspector that after takeoff he "...reduced his climb speed to 75 to 80 kts (knots) and started a turn because he saw approaching trees, felt a shudder and then plunged into the river." One witness reported, " I saw the aircraft, N234DM, in a high nose up attitude, low to the ground, but in the air, as it came into view from behind a hanger south of my location, The engine sound was loud, strong and steady. The aircraft continued down the runway only climbing very slightly but still in a high nose up attitude. The aircraft just cleared a retaining dike at the end of the runway and went behind trees, going out of my view from my location." Another witness stated, "At approximately 1110 local I heard the loud sound of an aircraft engine and propeller at which time I turned to see the aircraft in a very nose high attitude. The aircraft did not seem to climb and I thought it was going to hit the dike. The aircraft cleared the dike and disappeared behind the trees. At that time I could clearly hear the aircraft until it impacted the water." A post accident inspection of the aircraft by FAA Aviation Safety Inspectors revealed no pre-impact anomalies. One inspector reported, "The engine was run up in a static position on July 18,1996. The engine indicated 2570 rpm and 37 inches of manifold pressure, indicating recommended performance. There was no difficulty encountered in running or starting this engine." The report describes runway 11 at Brainard Airport to be 2,315 feet long with a "...42 (ft) dike at the end of the runway which protects the airport from the [Connecticut] River. There are numerous trees, some as tall as 130 (ft) on this dike. A review of performance data follows: There were 6 individuals on board the aircraft: Weights as follows: Pilot 224 pounds Passenger 215 pounds Passenger 205 pounds Passenger 137 pounds Passenger 37 pounds Passenger 25 pounds Total 836 pounds Fuel 70 gals. app. 420 pounds Basic empty weight 2745 pounds Total Aircraft takeoff weight 4001 pounds Maximum Gross Weight 4118 pounds [The pilot] had stated that he had selected 20 degrees of flaps for takeoff. A review of the wreckage, flap selector lever and flap indicator shows that the flaps were not selected. The aircraft structure indicates that the aircraft stalled before it hit the water. The performance charts for both 0 degree flaps and 20 degree flaps were referenced to determine take off distance over a 50 ft. obstacle. The charts indicate that at 0 degree flaps 2,850 of runway was required. At 20 degrees of flaps, 2,050 ft. was required. The charts are based on full power before brake release. [The pilot] stated that he made a rolling take off. A review of Angle of bank vs stall information indicates that at 30 degrees of bank, 0 degrees of flaps, the aircraft stalls at 75 kts."
the pilot's inadequate preflight planning/preparation, and his failure to attain the proper lift-off airspeed, which resulted in a stall and collision with the terrain (river).
Source: NTSB Aviation Accident Database
Aviation Accidents App
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