Ardmore, OK, USA
N4125W
PIPER PA 32-300
The airplane had been parked on the ramp for 2 to 3 months waiting for completion of engine maintenance work. The evening before the accident, the pilot and the passenger, who held a mechanic certificate, were seen replacing the engine's Nos. 4 and 6 cylinders. On the day of the accident, after a test run-up, the engine cowling was installed, and the airplane departed. Witnesses reported that the airplane used most of the 5,000-ft runway before lifting off and did not appear to be climbing normally when it disappeared out of sight. The passenger reported that, about the time the airplane became airborne, he heard a "metallic pop." Unable to stop the airplane on the runway in the remaining distance, the pilot continued the takeoff. The passenger added that the engine continued to run, but the airplane was not able to climb above a set of wires. Examination of the accident site determined that the airplane's landing gear struck a transmission power line, and the airplane impacted terrain about 0.82 mile southeast of the airport. Although the engine continued to run after takeoff, it is likely that it was not generating full power, and the airplane was unable to climb sufficiently to clear power lines. A postcrash fire consumed most of the airplane's cabin, part of the wings, and portions of the engine. Due to fire damage, only a limited examination of the airframe and engine could be done; the limited examination did not reveal any pre-impact abnormalities.
HISTORY OF FLIGHTOn August 16, 2014, about 1410 central daylight time, a Piper PA-32-300 airplane, N4125W, impacted terrain near Ardmore, Oklahoma. The private rated pilot was fatally injured and the passenger received serious injuries. The airplane was destroyed. The airplane was registered to and operated by a private individual under the provisions of 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions prevailed and a flight plan had not been filed. The flight was originating from the Ardmore Downtown Executive airport (1F0), Ardmore, Oklahoma, at the time of the accident. Several witnesses saw the airplane depart and the engine sounded normal. The airplane used the south runway and the airplane appeared to use most of the airport's 5,000 foot runway, and then appeared to have difficulty climbing away from the ground. The airplane then disappeared from sight just above the tree tops. The airplane had reportedly flown into the airport 2-3 months before and was parked on the ramp, while waiting for maintenance work to be performed on engine cylinders. The evening prior to the accident, two men were seen working on the airplane's engine. It was reported that the number four and number six cylinders were replaced. A witness reported that prior to the departure; a five minute engine run was performed. The airplane's engine cowling was then installed, and the airplane departed. The surviving passenger was interviewed on August 5, 2015. He estimated that about a year before the accident four cylinders were removed for overhaul and later the two remaining cylinders had gone bad, with the middle cylinder leaking oil. While at 1F0, the two cylinders were removed and overhauled, before reinstallation. He added that they did an engine test run after installing the cylinders and before putting the cowling back on. During the takeoff, about the time they were going airborne, they heard a "metallic pop", from the engine. He felt that the pilot figured that they did not have enough remaining runway to stop, so they continue the takeoff. Once airborne, he noticed the fuel and oil pressures where "okay"; he wasn't able to see the tachometer, since it was on the other side of the panel, in front of the pilot. The engine was still running, when they noticed a set of wires in front of them. However, the airplane couldn't climb, impacted the wires, and descended into trees. PERSONNEL INFORMATIONThe pilot held a private pilot certificate with rating for airplane single land. The pilot held a third class medical certificate that was issued on October 29, 2012, with the restriction; "must wear corrective lenses". The pilot's logbook was not located in the wreckage, at the time of his application for a medical certificate, he reported 804 total flight hours. The pilot rated passenger held a private pilot certificate with rating for airplane single engine land, his last medical certificate was issued October 5, 1992. The passenger also held a mechanic certificate with airframe and powerplant ratings. AIRCRAFT INFORMATIONThe Piper PA-32-300, Cherokee Six is a low-wing, fixed landing gear, single-engine airplane powered by a Lycoming IO-540 reciprocating engine. During the investigation, the maintenance records for the airplane were not available for review. METEOROLOGICAL INFORMATIONAt 1415, the automated weather observation facility located at the Ardmore Downtown Executive recorded a wind from 160 degrees at 5 knots, 10 miles visibility, a broken cloud cover 12,000 feet, temperature 79 degrees Fahrenheit (F), dew point 66 F, and a barometric pressure of 29.89 inches of mercury. AIRPORT INFORMATIONThe Piper PA-32-300, Cherokee Six is a low-wing, fixed landing gear, single-engine airplane powered by a Lycoming IO-540 reciprocating engine. During the investigation, the maintenance records for the airplane were not available for review. WRECKAGE AND IMPACT INFORMATIONThe airplane wreckage was located about 0.82 miles, southeast of the airport. The on-site examination revealed the airplane's nose landing gear caught the top cable of a high power transmission line. The airplane traveled about 95 yards, while still caught on the wire. The airplane then impacted terrain in an open clearing, surrounded by trees; a section of power-line remained around the landing gear. A post-crash fire consumed most of the cabin area of the airplane, and thermally damaged the engine and wings. The aft section of the empennage had impact damage and only minor thermal damage. Control continuity was established from the tail control surfaces to the control column; aileron continuity was also established to the control column; the left aileron did not move due to impact damage. The flap handle appeared in the down (flaps retracted) position. The two-bladed propeller remained attached to the engine; one blade was bent back, under the engine; the other blade, starting about mid-span, was bent back and slightly curled near the tip of the blade. The engine was removed from the fuselage and transported to a hangar facility for further examination. An examination of the engine was conducted; a visual inspection of the engine did not reveal a pre-impact anomalies. The engine had both impact and fire damage, with major thermal damage to the aft accessory section: components mounted on the rear of the engine, such as the magnetos were consumed by the fire, and could not be tested. The engine was rotated by hand; a thumb compression test was done on each cylinder; Engine and valve train continuity was confirmed. The number one cylinder intake valve was found to be stuck in the open position; further examination revealed what appeared to be water on the lifter, after removal; the valve operated normally. Additionally, the lifters near the rear of the engine sustained thermal damage. The fuel screen was removed from the fuel servo and contained a small amount of unidentified contaminants. The sparkplugs were removed and were black, oily in appearance, with normal wear. No pre-impact abnormalities were noted during the engine exam. MEDICAL AND PATHOLOGICAL INFORMATIONThe Office of the Chief Medical Examiner, Board of Medicolegal Investigations, Oklahoma City, Oklahoma conducted an autopsy on the pilot. The cause of death was determined to be, "multiple blunt force injuries". The FAA Bioaeronautical Sciences Research Laboratory, Oklahoma City, Oklahoma, conducted toxicological testing on the pilot. The specimens were negative for carbon monoxide and ethanol. The test was positive for clonidine, labetalol, oxazepam, temazepam, and valsartan. The blood pressure medication, valsartan, had been reported by the pilot on his application for a medical certificate; however, the other medications found in the toxicology were not reported to the FAA. Clonidine is typically used to treat high blood pressure or pain control. Oxazepam is a prescription medication used in a variety of disorders associated with anxiety, tension, agitation and irritability, and anxiety associated with depression. Temazepam is a prescription medication used to treat insomnia. Labetalol is used as blood pressure medication and can also be used in patients with angina (cardiac chest pain).
The partial loss of engine power for reasons that could not be determined because thermal damage to the engine prevented a complete examination.
Source: NTSB Aviation Accident Database
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