Wimauma, FL, USA
N227DG
Cessna 320E
A witness stated that he observed the airplane land and fuel at the airport's self service station. The airplane was taxied to the far end displaced threshold area of runway 9; a published 3,000-foot long turf runway. Another witness stated that the engines sounded normal for takeoff. The airplane veered about 100 feet toward the north from the runway's centerline during the initial takeoff climb. The airplane then impacted a telephone pole, while the airplane's vertical stabilizer collided with telephone cables at an estimated height of 25 feet above the ground. The airplane came to a stop and impacted the ground flat. A fire immediately erupted. All on board where able to exit the airplane, two required assistance. The pilot stated that the front seat passenger fueled the airplane and he did not know which tanks were fueled and the amounts. He estimated the weights of the passenger and fuel. He has flown out of that airport before with 4 passengers during that time of the year. He believed the temperature was about 93-95 degrees Fahrenheit at the time of the accident. He recalls, during the takeoff, that the airplane lifted, climbed, and then stopped climbing. It started sinking, it was not gaining altitude. He elected to select the landing gear up to clean the airplane. He could not recall a loss of engine power. A wreckage examination was conducted by a representative of the Teledyne Continental Motors (TCM), and a representative of the Cessna Aircraft Company with FAA oversight. Examination of both engines did not reveal any abnormalities that would have prevented normal operation and production of rated power. The four magnetos were examined at the TCM facility with NTSB oversight. Due to the thermal damage to the right engine's magnetos an operational bench test was not possible. With the exception of the thermal damage, no discrepancies were present. The left engine's magnetos harnesses assemble incurred fire damaged and were replaced. An operational bench test was conducted and no discrepancies were noted. All flight control and fuel systems that were not destroyed were examined. The landing gear in the retracted position, the flaps at 10 degrees setting, elevator trim to approximately 5 degrees tab down, and aileron and rudder trim neutral. Vortex generators were observed on the vertical stabilizer. The left fuel value selector was observed in the left main fuel tank position. The right fuel value selector was observed in the right main fuel tank position. A fuel sample test was negative for water contamination. The weight and balance sheet for the accident airplane showed the useful load at 1, 394 lb. The vortex generator installation to the airplane increased the useful load by an additional 300 lb. The combined estimated weight, as per the pilot, of the people on board, fuel and estimated personal effects and items onboard was at 1,803 lb. The 1967 Cessna 320 Owner's Manual does not include takeoff distance performance adjustments for sod runways, tailwinds components, or operations in excess of maximum gross weight. One of the passengers succumbed as sequelae of second and third degree thermal burns to 25 percent of body surface area, five days later.
On July 16, 2006, about 1315 eastern daylight time, a Cessna 320E, N227DG, registered to One Two Victor Inc. and operated by an individual, impacted with telephone cables during takeoff at the Wimauma Air Park, Wimauma, Florida, while on a Title 14 Code of Federal Regulations Part 91 personal flight. Visual meteorological conditions prevailed at the time and no flight plan was filed. The private-rated pilot and two passengers were seriously injured; the third passenger was seriously injured and later succumbed from complications. The airplane was destroyed. The flight was originating at the time. A witness stated he observed the airplane land and fuel at the airport's self service station, which was later, determined a total of 96 gallons. The airplane was taxied to the far end displaced threshold area of runway 9; a published 3,000 feet long turf runway. Another witness stated he heard the engines sounded normal for takeoff. The accident site was consistent with the airplane's initial takeoff climb from runway 9, which it veered about 100 feet toward the north from the runway's centerline. The airplane then impacted a telephone pole, while the airplane's vertical stabilizer collided with telephone cables at an estimated height of 25 feet above the ground. The airplane came to a stop and impacted the ground flat, partly on top of the airport's perimeter fence and onto the public street; a fire immediately ensued. All on board where able to exit the airplane, two required assistance. The pilot stated that the front seat passenger fueled the airplane and he did not know which tanks were fueled and the amounts. He estimated the weights of the passenger as, the front seat passenger at 186 lb, himself at 217 lb, his wife in the back seat at 185 lb, and the front passenger's wife in the back seat at 155 lb. He has flown out of that airport before with 4 passengers during that time of the year. He believed the temperature was about 93-95 degrees Fahrenheit at the time of the accident. He always used the displaced section of the grass runway. He recalls, during the takeoff, that the airplane lifted, climbed, and then stopped climbing. It started sinking, it was not gaining altitude. He elected to select the landing gear up to clean the airplane. He could not recall a loss of engine power. A wreckage examination was conducted by a representative of the Teledyne Continental Motors (TCM), and a representative of the Cessna Aircraft Company with FAA oversight. The left and right engines were visually and partially dismantled. Both engine's crankshaft rotated, compression and exhaust were established to all the cylinders. Valve train and rear accessory section continuity were established on both engines. Examination of both engines did not reveal any abnormalities that would have prevented normal operation and production of rated power. The magnetos from the left and right engine incurred thermal damage from the fire. The four magnetos were examined at the TCM facility with NTSB oversight. Due to the thermal damage to the right engine's magnetos an operational bench test was not possible. With the exception of the thermal damage, no discrepancies were present. The left engine's magnetos harnesses assemble incurred fire damaged and were replaced. An operational bench test was conducted and no discrepancies were noted. All flight control and fuel systems that were not destroyed were examined. The landing gear mechanism was in the retracted position. The flap mechanism equated to a 10 degrees setting. Elevator trim actuator equated to approximately 5 degrees tab down. Aileron and rudder trim were neutral. Vortex generators were observed on the vertical stabilizer. The left push-pull cable actuated value selector was observed in the left main fuel tank position. The right push-pull cable actuated value selector was observed in the right main fuel tank position. A fuel sample test of fuel from the left side locker fuel tank was negative for water contamination. The weight and balance sheet for the accident airplane showed the useful load at 1, 394 lb. The vortex generator installation to the airplane increased the useful load by an additional 300 lb. The combined estimated weight, as per the pilot, of the people on board, fuel and estimated personal effects and items onboard was at 1,803 lb. The 1967 Cessna 320 Owner's Manual does not include takeoff distance performance adjustments for sod runways, tailwinds components, or operations in excess of maximum gross weight. The front passenger's wife survived the accident but died in the hospital on June 21, 2006. A postmortem examination was performed by the Hillsborough County, Florida, Medical Examiner Department, located in Tampa, Florida. The cause of death was listed as sequelae of second and third degree thermal burns to 25 percent of body surface area.
Pilot's inadequate preflight planning and exceeding the weight and balance limitations of the airplane.
Source: NTSB Aviation Accident Database
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