LAKE GENEVA, WI, USA
N4337X
Piper PA-28-180
The pilot-in-command was attempting a simulated zero-visibility takeoff by utilizing visibility-reducing goggles and a predetermined safety-pilot. On the takeoff roll the airplane departed the left side of the runway and the pilot-in-command relinquished aircraft control to the safety-pilot. The safety-pilot continued the takeoff, off to the left side of the runway, and during initial climb contacted the top of a tree line. Subsequent to the collision with the tree line, the aircraft stalled and entered a spin impacting the ground. No mechanical anomalies were found with the airplane or its engine. The reported useful load for the airplane was listed at 935.34 lbs and the actual aircraft load was calculated to be approximately 992 lbs and was found to be outside the weight and balance envelope found in the aircraft's operating manual.
HISTORY OF FLIGHT On August 5,1999, at 1415 central daylight time, a Piper PA-28-180, N4337X, operated by a private pilot, sustained substantial damage during an impact with trees and terrain shortly after a takeoff from runway 23 (3,820 feet by 75 feet, dry/asphalt) at the Grand Geneva Resort Airport, Lake Geneva, Wisconsin. Visual meteorological conditions prevailed at the time of the accident. The personal flight was being conducted under the provisions of 14 CFR Part 91 and was not on a flight plan. The pilot-in-command, a second pilot [safety-pilot], and one passenger suffered serious injuries. One passenger suffered minor injuries. The flight was originating at the time of the accident and had the intended destination of Dane County Regional Airport, Madison, Wisconsin. According to a written statement provided by the pilot-in-command, he reported, "Departing Rwy 23 @ C02 [Grand Geneva Resort Airport] simulating fogged in conditions using foggles [visibility reducing goggles] and a safety pilot.... Got in the center of the runway and set DG [directional gyro] to 230 [230-degrees magnetic heading]. Conditions was great, winds calm. After putting throttle to full, I focused on the DG to keep it on 230. We must of went off the runway, because my safety pilot ... announced taking over the controls. I removed my hands from the controls. I woke up the next day in the hospital. My memory is blank between veering off the runway till the next day." According to a written statement provided by the safety-pilot, he reported that he did not remember the events of the accident. According to a written statement provided by a passenger (located in the aft-right seat), the pilot-in-command was attempting a simulated zero-visibility takeoff and departure at the time of the accident. The pilot-in-command was wearing visibility reducing goggles which limited the pilot's vision to the cockpit instruments. The passenger stated that, "Once ...[the pilot-in-command] did the run up and other pre take off checks, ... [the safety pilot] instructed ... [the pilot-in-command] to put on his foggles and just keep his eye on the DG during takeoff." The passenger continued, "I noticed we were drifting to the left but didn't think too much of it since ...[the safety pilot] was ready to take over if necessary. We kept gaining speed and were now on the very left side of the runway, even though the plane was basically parallel to the runway even at this point. Before reaching rotation speed, we drifted so far enough over I knew at this point we were going to run over on or more of the runway lights. I heard us hit one of them, although I'm not sure what part of the plane actually hit. I assumed it was one of the wheels. We kept gaining speed and were now beginning rotation, the left wheel was off the ground first. Once in the air, I noticed ...[the safety pilot] was turning the yoke back and forth as if confused or flustered. We were headed toward some trees on the left when the plane started to bank and turn to the right just in time to avoid hitting them. We sort of crested just over the trees and did hit what felt to me like a clump of leaves, as it wasn't a hard branch type of sound. From this point, we seemed to be pretty well flat and level, although the engine was pulling hard like it would during the initial portion of a normal takeoff, and we were just barely above the trees at this time and fairly slow. I noticed a clearing ahead and felt we were out of trouble since the plane was holding its own and we now had a chance to lower the nose and gain some speed. I don't remember ...[the safety pilot] lowing [lowering] the nose at any time. For some unexplained reason, the plane began banking to the left again, and gaining speed at the same time. Although I can't be sure, we may have got into a stalled condition and just began banking more to the left and losing altitude fast. We turned about 180 degrees before hitting the ground with the left wing and engine hitting at about the same time." According to Federal Aviation Administration (FAA) records, the passenger was certified as a private pilot. PERSONAL INFORMATION According to FAA records, the pilot-in-command (PIC) was a holder of a private pilot certificate with a single-engine land airplane rating. FAA records show the pilot's last medical examination date was June 6, 1999, and that the pilot was issued a third-class medical certificate with no restrictions or limitations noted. The PIC reported on NTSB Form 6120.1/2 that his total flight time was 195 hours. The PIC listed his total time in the accident type and model as 134.5 hours and his total time in single engine land airplane as 195 hours. The pilot reported that he had 30 hours of flight time within 90 days of the accident. The pilot listed the date of his last biennial flight review as, "5/98" and was conducted in a Piper PA-28-180. According to FAA records, the safety-pilot was a holder of a commercial pilot certificate with single engine land airplane, multiengine land airplane, and instrument airplane ratings. FAA records show the pilot's last medical examination date was November 11, 1997, and that the pilot was issued a third-class medical certificate with the restriction, "MUST WEAR CORRECTIVE LENSES FOR NEAR AND DISTANT VISON". FAA records indicated the safety-pilot listed, at the time of his last medical examination, his total civilian flight time as 4,900 hours. According to the safety-pilot's personal flight logbooks, the following dates, type of aircraft flown, and flight times were listed as: 01-15-1997 C152 1.0 05-22-1997 C152 1.2 09-30-1997 C152 1.0 10-31-1997 C152 0.6 01-06-1998 C170 1.3 01-08-1998 C170 0.8 05-17-1999 PA28 3.2 05-18-1999 PA28 1.8 06-09-1999 PA28 1.6 06-10-1999 PA28 0.8 According to the safety-pilot's flight logbooks, it was indicated that he completed a biennial flight review on April 27, 1998 in a Cessna 152. Review of his flight logbook indicated that there were no flight entries for the entire month of April 1998. The safety-pilot returned a signed NTSB Form 6120.1/2 with no information or data filled-out on the form, besides the statement, "I don't remember". AIRCRAFT INFORMATION The aircraft was a Piper PA-28-180, Cherokee, serial number 28-7505257. The Piper PA-28-180 is a single-engine, low-wing monoplane of all metal construction, equipped with a fixed landing gear, and can accommodate a pilot and three passengers. The FAA issued a Standard Airworthiness Certificate for the airplane, on September 02, 1975. The airplane's Hobbs hour meter indicated that the airplane had a total-time of 2,123.0 hours, at the time of the accident. The last annual inspection was completed on November 17, 1998, and had logged 130 hours since the last inspection. On January 23, 1998, the aircraft logbook had a "N-4337X Revised Aircraft Weight and Balance" added, which listed the following information: Gross Weight 2450.00 lbs New Empty Weight 1514.66 lbs New Empty Weight CG 87.79 lbs New Useful Load 935.34 lbs New Empty Weight Moment 132977.48 in/lbs The logbook entry sheet and the weight and balance section from the Piper PA-28-180 Pilot Operating Manual are appended to this factual report. The engine was a Textron Lycoming O-360-A4M, serial number L-20443-36A, and at the time of the accident had accumulated 130 hours since last overhaul. METEOROLOGICAL INFORMATION A weather observation station, located at the Kenosha Regional Airport (ENW), 20 nautical miles from the accident site on 093-degree magnetic heading, reported the weather 22 minutes prior to the accident as: Observation Time: 1353 cdt Wind: Variable at 4 knots Visibility: 10 statute miles Sky Condition: Few Clouds at 6,000 feet above ground level Temperature: 26-degrees centigrade Dew Point Temperature: 09-degrees centigrade Pressure: 30.01 inches of mercury WRECKAGE AND IMPACT INFORMATION An examination of the wreckage was conducted on August 5 and 6, 1999. The aircraft impacted, in a nose low attitude, in a golf course fairway that was approximately 190-feet southeast of runway 23. The aircraft came to rest on a 020-degree magnetic heading and a global positioning system (GPS) unit identified the accident location as: 42-degrees 36.66-minutes North Latitude 88-degrees 23.45-minutes West Longitude Tire tracks, consistent with the wheelbase for the accident airplane, were identified leaving the left side of the runway around 700-800 feet from the approach end of the runway. A damaged runway edge identifier light was found 863-feet from the approach end of the runway. The tire tracks continued, off to the left side of the runway, to an approximate distance of 900 feet from the approach end of the runway. Runway 23 is 3,800 feet long by 75 feet wide, with an estimated 75 foot wide, level grass ease-way along the entire left side of the runway. See attached diagram. All of the wreckage was located within a 40-foot radius of the initial impact location. The left wing was separated from the fuselage at the wing root but remained connected by aileron control cables. Aileron, stabilator, and rudder continuity were established from the control surfaces to the forward-cockpit area. The wing flaps and their actuation lever were found in the fully extended position. No anomalies, relative to the airframe or its systems, were found that could be associated with a preexisting condition. Engine continuity was established throughout the engine and its accessories by rotating the engine through the vacuum pump accessory gear. Compression was noted on all cylinders and valve train continuity was established. Both magnetos provided spark on all leads when rotated by hand or through engine gearing. The upper spark plugs were removed and no anomalies were noted. No anomalies, relative to the engine or its systems, were found that could be associated with a preexisting condition. The propeller was found partially attached to the engine-propeller flange, which was partially sheared. Both propeller blades exhibited chordwise scratching of the blade's face and back, leading edge gouges, and S-shape bending. ADDITIONAL INFORMATION According to FAA records and a Walworth County Sheriff incident report the airplane occupant weights and seat positions were listed as: Front-Left pilot-in-command 213 lbs Front-Right safety-pilot 172 lbs Rear-Left passenger 180 lbs Rear-Right passenger 179 lbs The baggage and personal artifacts that were aboard the airplane had a total measured weight of 68 lbs. A total of 30-gallons of aviation 100LL fuel was recovered from the accident airplane with 15-gallons drained from both the right and left fuel tanks. According to the Piper PA-28-180 Pilot Operating Manual, the weight of fuel was listed as 6 lbs/gal. Parties to the investigation were: Federal Aviation Administration Flight Standards District Office, Milwaukee, Wisconsin. Textron-Lycoming, Wayne, Illinois. The wreckage was released to a representative of the Grand Geneva Resort Airport on August 6, 1999.
the aborted takeoff not performed by the safety-pilot and airspeed not obtained/maintained by the safety-pilot. Factors to the accident were directional control and runway alignment not maintained by the pilot-in-command, the inadequate supervision of the safety-pilot, the tree line, altitude/clearance not obtained/maintained by the safety-pilot, the aircraft weight and balance exceeded by the pilot-in-command, and the encountered stall by the safety-pilot.
Source: NTSB Aviation Accident Database
Aviation Accidents App
In-Depth Access to Aviation Accident Reports
