Show Low, AZ, USA
N4167B
Piper PA-34-220T
During a go-around attempt from a downwind approach for landing the airplane descended to ground impact on the runway. The certified flight instructor (CFI) said that after turning inbound from the procedure turn during a practice NDB-A approach he idled the left engine to simulate an engine failure. The student executed the emergency procedures for a simulated engine out approach. The CFI set the power on the left engine to simulate zero thrust. The airplane was configured with the landing gear up and the flaps were set at 10 degrees, for an intended circle to land approach to runway 03. Upon entering the traffic pattern the student was too close to the runway on the downwind leg and overshot the runway and was high turning base to final. The student pulled the engines to idle, extended the flaps to 25 degrees, lowered the landing gear, and completed the landing checklist. The CFI called for a go-around and the student applied both throttles forward but the CFI noticed they "weren't really climbing." The CFI confirmed that both throttles were forward and then retracted the landing gear and the flaps; the airplane was not climbing and the student in the back seat told them to "watch the airspeed." They pushed the nose forward attempting to maintain the airspeed above 66 knots. The airplane continued to descend until contacting the ground. The airplane came to rest in the dirt area between the taxiway and runway 6/24. Runway 24 was the active runway at the time. The winds were from 280 degrees at 12 knots, and the density altitude was calculated at 9,080 feet. The runway selected by the CFI, runway 3, was 3,930 feet long and 60 feet wide; it was not the active runway, and was not equipped with runway lighting. Post accident examination of the airplane revealed that the left propeller signatures were consistent with rotation at ground impact, but not at a significant power level. The right propeller signatures were consistent with high power. After substituting another propeller, the left engine was placed onto a test stand; it started within a few propeller blade revolutions, responded to throttle operation, and ran smoothly without hesitation. The pilot operating handbook for the airplane calls for the flaps to be raised on both normal and single engine go-arounds; however, a cautionary note says that a loss of altitude may result until a climb is established. The manufacturer calculated that the airplane should have had a positive climb rate of 90 feet per minute with the gear and flaps retracted and the left engine at zero thrust.
HISTORY OF FLIGHT On September 30, 2003, about 1835 mountain standard time, a Piper PA-34-220T, N4167B, impacted terrain during an attempted aborted landing at Show Low Municipal Airport (SOW), Show Low, Arizona. Sabena Airline Training Center, Inc., was operating the airplane under the provisions of 14 CFR Part 91. The certified flight instructor (CFI), the private pilot under instruction (PUI), and one private pilot passenger were not injured; the airplane sustained substantial damage. The instructional cross-country flight departed Flagstaff, Arizona, about 1700, en route to Show Low. Night visual meteorological conditions prevailed, and no flight plan had been filed. The primary wreckage was at 34 degrees 15 minutes north latitude and 110 degrees 00 minutes west longitude. The CFI reported in a written statement that during the practice NDB-A approach to SOW, after turning inbound from the procedure turn, he idled the left engine to simulate an engine failure. The PUI executed the emergency procedures for a simulated engine out approach. The CFI set the power on the left engine to simulate "zero thrust." The airplane was configured with the landing gear up and the flaps were set at 10 degrees, for an intended circle to land approach to runway 03. Upon entering the traffic pattern, the PUI was too close to the runway on the downwind leg. On the base leg to final, the PUI overshot the runway and was high. The PUI pulled the engines to idle, extended the flaps to 25 degrees, lowered the landing gear, and completed the landing checklist. The CFI called for a go-around; the PUI applied both throttles forward but the CFI noticed they "weren't really climbing." The CFI confirmed that both throttles were forward and then the CFI retracted the landing gear and the flaps; the airplane was not climbing and the student in the back seat told them to "watch the airspeed." They pushed the nose forward attempting to maintain the airspeed above 66 knots. The airplane continued to descend until contacting the ground. The airplane came to rest in the dirt area between the taxiway and runway 6/24. The CFI stated, "I never knew we lost an engine because I was not in control of the aircraft and no one ever said anything." PERSONNEL INFORMATION A review of Federal Aviation Administration (FAA) airman records revealed the CFI (pilot-in-command) held a commercial pilot certificate with airplane single and multiengine land ratings. The pilot held a certified flight instructor certificate with airplane single and multiengine land ratings and instrument airplane rating. The CFI held a first-class medical certificate that was issued on January 24, 2002. It had no limitations or waivers. The CFI reported an estimated total flight time of 1,536 hours. He logged 271 hours in the last 90 days, and 76 in the last 30 days. He had en estimated 27 hours in this make and model. A review of Federal Aviation Administration (FAA) airman records revealed that the pilot under instruction (PUI) held a private pilot certificate with ratings for airplane single engine land. The PUI held a third-class medical certificate that was issued on March 12, 2003. It had no limitations or waivers. The PUI reported an estimated total flight time of 137 hours. He logged 104 hours in the last 90 days, and 32 in the last 30 days. He had an estimated 35 hours in this make and model. AIRCRAFT INFORMATION The airplane was a Piper PA-34-220T, serial number 3449098. A review of the airplane's logbooks revealed a total airframe time of 4,986 hours at the last Approved Inspection Program (AAIP) event. The last AAIP inspection was completed on September 30, 2003. The Hobbs hour meter read 4,986 at the last inspection. The Hobbs hour meter read 4,990.2 at the accident scene. The airplane had a Teledyne Continental Motors TSIO-360-FB engine, serial number 321484, installed on the left side. Total time on the engine at the last AAIP inspection was 4,727 hours. The airplane had a Teledyne Continental Motors TSIO-360-FB engine, serial number 321736, installed on the right side. Total time on the engine at the last AAIP inspection was 4,786 hours. METEOROLOGICAL INFORMATION A routine aviation weather report (METAR) for SOW was issued at 1710. It stated: skies few 5,000 feet; visibility 30 miles; winds from 280 degrees at 12 knots; temperature 81 degrees Fahrenheit; dew point 37 degrees Fahrenheit; and altimeter 30.20 InHg. There was no certified weather observer on duty at the time of the accident. The density altitude was computed as 9,088 feet. AIRPORT INFORMATION The Airport/ Facility Directory, Southwest U. S., indicated Show Low Municipal airport runway 3 was 3,930 feet long and 60 feet wide. The runway surface was composed of asphalt. Runway 3/21 was not the active runway, and was not equipped with runway lighting. WRECKAGE AND IMPACT INFORMATION Investigators from the FAA and Piper examined the wreckage at the accident scene. The left engine remained attached to the wing. Both alternate air doors were partially open. Dirt was present in the after cooler ducting. The propeller remained attached to the engine. All three propeller blades were bent aft at midspan. Two blades exhibited chordwise and spanwise scratching on the cambered side. The third blade exhibited minor scratching at the tip. The leading edges and face side were mostly undamaged. Blades were found tight in the hub. The right engine remained attached to the wing. Both alternate air doors were closed. The compressor impeller exhibited leading edge blade nicks. The after cooler air duct was free of dirt. The air filter and ducting were free of dirt. The propeller remained attached to the engine. The propeller blades are bent aft in a tight curl. All three blades exhibit chordwise scratching, leading and trailing edge damage. All three blades were loose in the hub. Both fuel selector valves were found in the on position. TESTS AND RESEARCH Investigators examined the wreckage at Air Transport, Phoenix, Arizona, on October 22, 2003. The left engine was placed onto a test stand for a run-up. The damaged three bladed propeller was removed and replaced with a two bladed propeller for the test run. The test stand is not equipped with a tachometer or manifold pressure instruments. The engine started within a few propeller blade revolutions. During the run, the engine responded to throttle operation. The engine ran smoothly without hesitation. Due to the test propeller, the engine rpm was limited. ADDITIONAL INFORMATION The emergency procedures for One Engine Inoperative Go-Around located in section 3-27 of the pilot operating handbook states: CAUTION: A one engine inoperative go-around should be avoided if at all possible. WARNING: Under some conditions of loading and density altitude a go-around may be impossible, and in any event the sudden application of power during one engine inoperative operation makes control of the airplane more difficult. WARNING: One Engine Go-Around is not possible from the approach configuration unless sufficient altitude is available to raise flaps and landing gear in a decent. To execute a one engine inoperative go-around, the throttle should be advanced slowly to the maximum manifold pressure 38 inHg. Verify the mixture and propeller levers are full forward. Retract the flaps slowly. After a positive rate of climb has been established, retract the landing gear. Maintain airspeed at the one engine inoperative best rate of climb speed of 88 KIAS. Trim the aircraft for 2-degrees to 3-degrees bank toward the operative engine with approximately 1/2 ball slip indicated on the turn and bank indicator. Set the cowl flaps of the operating engine to the 1/2 open position. In section 3.9i, page 3-28 of the pilot operating handbook it states: 3.9i Summary of Factors Affecting Single Engine Operations. Significant climb performance penalties can result from landing gear, flaps, or windmilling propeller drag. These penalties are approximately as listed below: Landing gear extended/Flaps Up -200 ft./min. Flaps extended 25-degrees/ Gear Down -300 ft./min. Flaps extended fully/ Gear Down -350 ft./min. Inoperative engine propeller windmilling (Gear and Flaps Up) -200 ft./min. WARNING The propeller on the inoperative engine must be feathered, the landing gear retracted, and the wing flaps retracted for continued flight. The aircraft manufacturer's representative performed a calculation for the single engine climb performance of a New Piper PA-34-220T, Seneca V aircraft. The calculation utilizes the SINGLE ENGINE CLIMB PERFORMANCE-GEAR RETRACTED graph found in the Pilot's Operating Manual (Report VB-1638) for the Seneca V. The calculations were based upon the following parameters: The aircraft operating at gross weight (4,750 pounds), Wing flaps at zero degrees, Cowl flaps ½ open, Landing gear up, Mixture full rich, Engines: One operating at 2600 RPM's and 38 IN. HG MAP, Airspeed 88 knots. A note attached to the graph states: 3 TO 5 DEGREE BANK INTO LIVE ENGINE IS REQUIRED TO ACHIEVE INDICATED CLIMB PERFORMANCE. The chart requires outside air temperature (OAT) and Pressure Altitude. Using 37 degrees Celsius and a pressure altitude of 6,173 feet, a Seneca V, operating under the above parameters should be capable of a positive rate of climb of about 90 feet per minute. The Safety Board investigator released the wreckage to the owner's representative.
The pilot-in-command's (CFI) selection of the wrong runway (downwind) for the approach and landing. The failure of the left engine to respond to throttle application for undetermined reasons during the go-around was also causal. The high density altitude was a factor.
Source: NTSB Aviation Accident Database
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