N44589

HISTORY 0F FLIGHT

On March 16, 2001, about 1510 eastern standard time, a Piper PA-34-200, N44589, operated and registered to PhilAir Inc., operating as a Title 14 CFR Part 91 instructional flight, impacted with trees and caught fire while the airplane was on base-to-final approach to runway 24 at the Bunnell-Flagler County Airport (X47), near Palm Coast, Florida. Visual meteorological conditions prevailed. No flight plan was filed. The airplane was destroyed. The commercial rated-pilot-in-command (PIC)/instructor, the commercial rated-second pilot, and commercial rated-pilot/passenger reported serious injuries. The flight had departed from Daytona Beach International Airport, Florida, at 1330.

The purpose of this flight was to be a company standardization check ride for two newly hired multi-engine instructor pilots. The check ride was to be administered by the PIC, acting as the check pilot, was also the owner of the company and airplane. The PIC was in the left seat at the time of the accident, the second pilot was in the right seat, and taking the check ride. The pilot/passenger was in the right middle seat and was observing.

The airplane was seen by witnesses flying low above the trees, when it pitched nose low, struck trees, and impacted on a four-lane road. A witness, driving westbound on route 100, just east of the accident site, reported seeing the aircraft about 5 feet above the trees and heading south, southwest. According to the witness the airplane struck the trees on the east side of a four-lane road and then the median area between the south and northbound lanes.

The pilot/passenger stated that on the downwind leg to runway 24, he observed the pilot-in-command "...turn the right engine fuel selector to the 'OFF' position." He stated that the engine started to "sputter" as they turned to "long final, very far from the runway." He reported that the right front seat pilot, reduced power on the engines to start a descent. He did not "...believe he [second pilot] realized he had an engine failure. He could see the right engine fuel selector in the "off position," and the airplane started to "lose" airspeed. He noted the stall warning light coming on, and he said, "...watch the speed...watch the speed." He heard the PIC say to the second pilot, "...he's right, watch the speed." After a few seconds they realized that the airplane was descending "faster" than it was supposed to and the PIC started to shout "Speed...Speed." He believed at this point the PIC took control of the airplane in attempt to "recover from the descent." He further said that there was no verbal exchange for change of flight controls; he saw the tops of the trees, and the power line, which he said they did not hit. He remembered impacting the road, then remembered smoke and heat.

The right seat pilot reportedly exited from the right front door of the aircraft. The pilot/passenger, and PIC reportedly exited the aircraft from the left side rear door.

Due to the degree of injury to all three occupants, none were able to talk with investigators; however, the PIC's wife told the NTSB investigator-in-charge (IIC) that her husband told her there were "...no mechanical problems" with the airframe or engines.

PERSONNEL INFORMATION

The pilot-in command/instructor, age 33, held an FAA commercial pilot certificate, with airplane single/multi-engine land, airplane instrument, last issued on May 18, 1997, when the airplane multi-engine instructor rating was added. In addition, the pilot held an FAA certified flight instructor certificate (CFI), with airplane single/multi-engine land. The PIC held an FAA class 1 medical certificate issued on March 7, 2000, with the limitations the "Holder shall wear corrective lenses." He received a biennial flight review, as required by 14 CFR Part 61, on March 20, 2000. As per the entries in his company flight records, he had accumulated a total of 7,000 total flight hours, 2,000 total single engine flight hours, 5,000 total multi-engine flight hours and 5,000 hours in this make and model aircraft. In addition, the records showed that he had a total of 6,000 total CFI flight hours.

The second pilot, age 24, held an FAA commercial pilot certificate, with airplane single/multi-engine land, airplane instrument, last issued on January 29, 2001, when the airplane multi-engine instructor rating was added. In addition, the pilot held an FAA certified flight instructor certificate (CFI), with airplane single/multi-engine land, and instrument airplane. He held an FAA class 1 medical certificate issued on March 1, 2000, with no limitations. The second pilot received a biennial flight review, as required by 14 CFR Part 61, on January 29, 2001. As per the entries in his company flight records, he had accumulated a total of 500 total flight hours, 430 total single engine flight hours, 80 total multi-engine flight hours and 25 hours in this make and model aircraft. In addition, the records showed that he had a total of 230 total CFI flight hours

AIRCRAFT INFORMATION

The airplane was a Piper Aircraft Inc; model PA-34-200, serial number 34-7450213, manufactured in 1974. At the time of the accident the airplane had accumulated 13,220.4 total flight hours. A 100-hour inspection was performed on the airplane February 18, 2001, 74.8 hours before the accident. The airplane was equipped with two Lycoming IO-360-C1E6, 200 horsepower engines.

According to the engine logbooks, on March 17, 2000, the left engine, underwent a major overhaul, and was reinstalled on N44589. At the time of the accident the left engine had a total time of 7,492.7 hours. The date of major overhaul on the right engine was not obtained, but at the last annual inspection 2,306.7 hours had elapsed since the major overhaul. At the time of the accident 785.1 hours had accumulated since the annual inspection, and the total number of hours on the right engine at the time of the accident was about 5,695.8 (See the copies of the engine logbooks, an attachment to this report).

METEOROLOGICAL INFORMATION

The recorded weather at the Daytona Beach International Airport, Florida, located about 18 nautical miles southeast of the accident site, at 1456 was; lowest cloud condition, few at 2,500 feet; visibility 10 statute miles; winds from 260 degrees at 10 knots; temperature 78 degrees F; dew point 70 degrees F; altimeter 29.91 inHg; and the calculated density altitude was 1,358 feet.

WRECKAGE AND IMPACT INFORMATION

The aircraft struck several trees on the east side of Seminole Woods Parkway, a four-lane road, running north and south, causing a flash fire that partially burned some trees at the initial tree strike location. The accident site was located about 0.93 statute mile northeast of runway 24, at Bunnell-Flagler County Airport. The airplane came to rest on the northbound lane of Seminole Woods Parkway. The nose of the wreckage was heading easterly about 056 degrees, which was about 180 degrees opposite the direction of travel. One diagonal slash cut pine tree limb was located on the ground along with other broken limbs. The accident occurred during the hours of daylight about 29 degrees, 28 minutes north, and 081 degrees, 12 minutes west.

The main wreckage and engines were removed from the crash site, and examined at a hangar at the Bunnell-Flagler County Airport. Examination of the wreckage confirmed that the right engine fuel selector was in the "OFF" position in the cockpit and at the wing selector valve. The left fuel selector handle and valve were found in the "ON" position. The right engine and propeller were separated from the airframe by impact forces and post-impact fire. The right propeller remained attached to the crankshaft-mounting flange and was found in the "feathered" position. No visual pre-impact discrepancies were noted on the airframe, flight controls or engines. Postimpact fire destroyed a large portion of both wings, the main cabin, instruments, flight controls, aft fuselage and empennage. The right and left wing fuel tanks were breached during the impact sequence.

The left wing remained attached to the main fuselage and displayed aft bending of the main spar and the forward and aft wing attachments. The entire span of the left wing displayed post-impact fire damage. The left engine mounts were fractured, separating the engine from the nacelle mounting location. The left wing leading edge displayed compression damage directly in front of the aileron/flap juncture. Damage in this location compressed the leading edge aft to the main spar and deformed the main spar in an aft direction. The outboard and inboard left wing fuel tanks were breached; displayed fire damage, and did not contain any fuel. The left flap remained attached to the trailing edge of the wing at the hinges. The left flap and the flap control mechanism were found in the retracted position. The left aileron remained attached to the wing at the outboard mounting hinge. The left aileron balance weight remained attached to the outboard end of the aileron. The aileron displayed some fire damage and buckling along the entire span. The aileron flight control cables remained attached at the bellcrank. The aileron bellcrank mounting structure was found deformed in an inboard direction. Aileron flight control cable continuity was established from the left bellcrank to the flight control column in the main cabin. The left main landing gear was found with impact damage and was determined to have been in an extended position at the time of the accident.

The right wing remained attached to the main fuselage at the main spar and aft wing attachment. The main spar and aft wing attachment fitting displayed aft bending. Impact forces and postimpact fire destroyed the forward wing attachment fitting. The right wing was found deformed by impact damage and partially burned. The right engine mount was fractured ...