Prescott, AZ, USA
N6304P
PIPER PA-24
During the initial climb after takeoff, the pilot told the air traffic controller that he needed to return to the airport but did not say what the issue was. The controller approved the pilot’s request; there were no further communications. Several witnesses at different locations around the accident area reported watching the airplane flying slowly, low above the runway, in a relatively steep nose-up pitch attitude before making a left turn that increased in bank angle before the airplane stalled and impacted the ground. A postcrash fire largely consumed the airplane; however, postaccident examination of the airframe and engine revealed no mechanical anomalies that would have precluded normal operation. The density altitude at the time of the accident was calculated to be about 7,900 feet. High density altitude adversely affects airplane climb performance and requires pilot vigilance to maintain adequate airspeed during takeoff and climb.
HISTORY OF FLIGHT On August 17, 2009, about 1450 mountain standard time, a Piper PA-24, N6304P, impacted terrain about 450 yards north of the approach end of runway 30 at the Ernest A. Love Field (PRC), Prescott, Arizona. The pilot/owner operated the airplane under the provisions of 14 Code of Federal Regulations Part 91 as a personal flight. The pilot and passenger were fatally injured. The airplane sustained substantial damage, and was involved in a post-impact fire. The flight was destined for an undetermined location, and no flight plan had been filed. Witnesses located at various points on the airport reported that the airplane was no more than 150-200 feet above ground level (agl) in the initial climb, and did not appear to be gaining altitude. They also reported that the airplane was "slow," with a high-angle of attack, and at times porpoising in the air. About the intersection of runways 21L and 30, the airplane was observed in a shallow left bank that continued to increase before impacting the ground and bursting into flames. The witnesses also reported that the landing gear had been retracted prior to the airplane initiating the left bank. Two witnesses reported hearing a strong engine sound while on the takeoff initial climb; however, they also reported that at some point they were not able to hear the engine. PERSONNEL INFORMATION A review of Federal Aviation Administration (FAA) airman records revealed that the 66-year-old pilot held a private pilot certificate with ratings for airplane single-engine land, and instrument airplane. The pilot held a third-class medical certificate issued on June 17, 2008. It had the limitation that the pilot must wear corrective lenses. No personal flight records were located for the pilot. The National Transportation Safety Board (NTSB) IIC obtained the aeronautical experience listed in this report from a review of the FAA airmen medical records on file in the Airman and Medical Records Center located in Oklahoma City, Oklahoma. The pilot reported on his medical application that he had a total flight time of 750 hours with 20 hours logged in the last 6 months. AIRCRAFT INFORMATION The airplane was a single engine 1959 Piper PA-24, N6304P, serial number 24-1414. A review of the airplane’s logbooks revealed that the airplane had a total airframe time of 2,480.4 hours at the last annual inspection dated August 13, 2009. The engine was a Textron Lycoming O-360-A1A, serial number L-1281-36. Total time recorded on the engine at the last 100-hour annual inspection was 941.4 hours, and time since major overhaul was 1,704.4 hours. Fueling records obtained from Legend Aviation at PRC established that the airplane was last fueled on the day of the accident with the addition of 28.8 gallons of aviation low lead 100-octane aviation fuel. METEOROLOGICAL INFORMATION Reported weather at the time of the accident was: wind from 200 degrees at 9 knots gusting to 19 knots; temperature 32 degrees Celsius; dew point -08 degrees Celsius; altimeter setting 30.12 inches of mercury. The calculated density altitude was 7,896 feet. COMMUNICATIONS According to Federal Aviation Administration (FAA) inspectors, the airplane had been cleared for a full length takeoff on runway 21L. Tower control personnel reported that at the intersection of runways 21L and 30, the pilot stated "Comanche zero four Papa has to come back." The controller cleared the pilot to land on runway 30. There were no further transmissions from the pilot. AIRPORT INFORMATION According to the Airport Facility Directory, Ernest A. Love Field Airport (PRC), Prescott, runway 21L was 7,626 feet long and 150 feet wide. The runway surface was constructed of asphalt/porous friction courses. The field elevation is 5,045 feet. WRECKAGE AND IMPACT INFORMATION The on-scene inspection of the airplane and engine revealed no mechanical anomalies. The airplane fuselage came to rest on a small hill adjacent to Davidson's, Inc., and had been mostly consumed by the postimpact fire. The debris path was along a 063-degree magnetic heading and about 115 feet in length. The first identified point of impact (FIPC) was a ground scar about 16 feet in length; the main wreckage was an additional 30 feet beyond the end of the FIPC. In the debris path, about 32 feet from the FIPC, lying in a gully was the propeller assembly with attached blades, along with a wing root fairing. The airplane came to rest upright on a 075-degree magnetic heading. Investigators noted that the engine to instrument panel section of the airplane came to rest inverted adjacent to the right side of the cockpit. The left wing sustained extensive thermal damage, but remained in its relative normal position to the fuselage, with the flight controls attached. The right wing sustained impact and thermal damage. Investigators determined that the fuel selector was positioned to the LEFT fuel tank. Fuselage Flight control continuity from the tail section to the cockpit was established even though the forward cabin and instrument panel were heavily fire damaged. Both primary aileron cables remained connected to the chain assembly, the stabilator cable remained attached to the control yoke, and the rudder cables remained attached to their respective rudder arms. Empennage The empennage and tail section came to rest in its normal relative position to the fuselage. While the empennage and tail sections were heavily fire damaged, they remained connected together. The stabilator cables remained attached to the stabilator balance weight arm assembly, and the rudder cables remained attached to the rudder horn. Left wing The red navigation lens separated from the wing tip and was lying on the ground about 25 feet from the initial point of contact. The left wing came to rest in its normal relative position. It was heavily fire damaged; however, both the aileron primary and balance cables remained attached to the aileron bellcrank. The aileron and flap surface remained partially attached to the wing assembly. Right wing The right wing also was heavily fire damaged. The wing separated outboard of the flap surface, and the inboard section was mostly consumed by the fire. Both ends of the aileron bellcrank, where the primary and balance cables attach, were broken; the broken ends remained attached at the clevis ends. Fragments of green colored lens material and strobe light lens were identified near the initial ground impact area. Engine The engine sustained thermal damage. Investigators established mechanical continuity of the engine via manual rotation of the crankshaft; thumb compression was obtained on all cylinders. The carburetor sustained fire damage and was separated; the top portion of the carburetor with the control linkages and throttle valve was found in the debris path. The lower portion of the carburetor was found with the main wreckage, as well as the metal floats. The top spark plugs were removed and when compared to the Champion aviation check-a-plug chart av-27 exhibited a normal worn-out condition. The Nos 2 and 3 were oil coated; however, the engine came to rest inverted. The oil screen was clear of foreign debris. The left magneto remained attached to the engine at its mounting pad, but had sustained thermal damage. It was manually rotated but did not produce any spark at the ignition leads. The right magneto separated and sustained thermal and impact damage; it would not rotate. Propeller The propeller separated at the crankshaft flange and was found in the debris path. One propeller blade exhibited s-bending and chordwise scratches about 1 foot inboard of the tip, as well as leading and trailing edge nicks and gouges; the tip had separated. The other blade also showed s-bending; however, the tip remained attached. MEDICAL AND PATHOLOGICAL INFORMATION The Yavapai County Office of the Medical Examiner completed an autopsy on the pilot on August 18, 2009. The cause of death was listed as blunt impact injuries. The FAA Bioaeronautical Sciences Research Laboratory, Oklahoma City, performed toxicological testing of specimens of the pilot. Analysis of the specimens contained no findings for carbon monoxide, cyanide, volatiles, and tested drugs.
The pilot’s failure to maintain an adequate airspeed while maneuvering to return to the runway at a high density altitude, which resulted in an aerodynamic stall.
Source: NTSB Aviation Accident Database
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