N3329B

On June 14, 2002, at 1002 Pacific daylight time, a Piper PA-22-135, N3329B, impacted terrain shortly after departing the Brownsville Airport, Brownsville, California. The pilot/owner was operating the airplane under the provisions of 14 CFR Part 91. The private pilot, the sole occupant, was fatally injured; the airplane was destroyed in a post impact fire. The local flight was originating from Brownsville. Visual meteorological conditions prevailed, and a flight plan had not been filed.

In a telephone conversation with the National Transportation Safety Board, a witness, who was also the boyfriend of the pilot's daughter, reported that the pilot had landed about 0950. Shortly thereafter, he witnessed the pilot taxi the airplane for a departure on runway 60. The airplane departed and, about 800 feet above ground level, the witness heard the engine sputter. The airplane made a turn to the left, in a southerly direction, which he thought was consistent to the pilot attempting to return back to the runway. The engine stopped completely, and the airplane's bank attitude increased. As the airplane continued in a turn, the airspeed became slow and the left wing appeared to lose lift. The airplane dove into the ground, with the nose impacting the terrain vertically. Upon impact, a post impact fire consumed the airplane.

In a telephone conversation with the Safety Board, a neighbor of the pilot recalled talking to the pilot about 15 minutes prior to the accident flight. She stated that the pilot expressed to her that he was having trouble with the airplane, and that he could not seem to identify what the problem was.

A Federal Aviation Administration (FAA) inspector responded to the accident site about an hour after the accident occurred. He interviewed witnesses and others with knowledge of the airplane and pilot. He also examined the airplane. He did not observe any discrepancies in the thermally destroyed wreckage. He stated that the pilot was reportedly performing the maintenance on the airplane. The airplane's engine had been running rough, which the pilot was attributing to be a result of water in the fuel system, or due to a carburetor problem. In the past, the pilot had owned and maintained a plethora of aircraft.

The FAA inspector noted that the airplane had been retrofitted with an automotive gasoline STC dated 10-25-1985. The pilot owned a private fuel tank that contained automotive gasoline. The FAA inspector acquired a sample of the gasoline, and reported that he found no water or particulate contamination.

PERSONNEL INFORMATION

A review of FAA airman records revealed that the pilot held a private pilot certificate with an airplane single engine land rating. He was issued a third-class medical certificate on August 07, 2002, with a limitation to wear corrective lenses. According to the last medical certificate application, the pilot reported having accumulated a total of 983 hours of flight time. The pilot's logbook was not recovered during the investigation, but the FAA inspector reported that the pilot had about 10 hours in the make and model.

METEOROLOGICAL INFORMATION

An aviation routine weather report (METAR) generated by an Automated Surface Observation System (ASOS) at Oroville (OVE), California (located about 15 nautical miles west from the accident site), indicated winds were calm.

MEDICAL AND PATHOLOGICAL INFORMATION

The Yuba County Coroner completed an autopsy on the pilot, and no preexisting anomalies were noted that would affect the pilot's ability to manipulate the airplane. The FAA Toxicology and Accident Research Laboratory performed toxicological testing of specimens of the pilot. The results of the toxicological tests were negative for carbon monoxide, cyanide, volatiles and all screened drugs except metoprolol, which was detected in blood and urine specimens. Metoprolol is a prescription medication commonly used to control high blood pressure and is routinely approved by the FAA for that use.

ADDITIONAL INFORMATION

In a Textron Lycoming Flyer article, the engine manufacture states that, "Auto fuel is now being used as a substitute for Grade 80 aviation gasoline under STC's issued by the FAA. Most major oil companies and engine manufacturers continue to recommend that aircraft piston engines be operated only on aviation gasoline. Deterioration of engine and fuel system parts have been reported in aircraft using auto fuel. Operators should consider the added risk of using auto fuel in aircraft." A complete copy of the article is appended to the docket for this accident.