N42WA

HISTORY OF FLIGHT

On January 14, 2005, about 1537 eastern standard time, a Cessna T337G, N42WA, registered to Aerolease of America, Inc., and operated by a private individual, crashed shortly after takeoff at Lakeland Linder Regional Airport, Lakeland, Florida. Visual meteorological conditions prevailed at the time, and an instrument flight rules flight plan was filed for the 14 CFR Part 91 personal flight from Lakeland Linder Regional Airport (KLAL), Lakeland, Florida, to Tallahassee Regional Airport, Tallahassee, Florida. Impact forces and a postcrash fire destroyed the airplane, and the airline transport-rated pilot and one passenger were fatally injured. The flight was originating at the time of the accident.

According to the local controller of the Lakeland Linder Regional Airport Air Traffic Control Tower, the flight was cleared to takeoff from runway 27 and to climb on runway heading. He did not observe the point of rotation, but reported the airplane was in a normal climb attitude when the flight was airborne approximately 1,000 feet down the runway. The flight continued and when it was approximately 500 feet more down the length of the runway, he observed the airplane pitch up to between an estimated 30-45 degrees, then leveled off at an estimated altitude of between 150-200 feet above ground level. At that time the flight was abeam runway 27 and taxiway "B." Approximately 5 seconds later, the wings were noted to rock up and down and the airplane drifted north of the north edge of the runway. The airplane rolled nose and left wing low, then appeared to level off before impacting the ground while in a slight nose up and left wing low attitude; the airplane caught fire 20 seconds later. He did not hear any unusual engine sounds during the flight and could not determine if the engines were run-up before departure. Both engines' rpm sounded to be synchronized during the short duration flight. There was no distress call made by the pilot of the airplane.

Another witness reported seeing the airplane in a steep nose-up attitude after becoming airborne. The witness reported the airplane then rolled left and impacted the ground while in a slight nose-up and left wing low attitude. An individual who owns a Cessna 337 airplane and only heard the accident flight reported hearing both engines operating at what he thought was full power.

PERSONNEL INFORMATION

The pilot was the holder of an airline transport pilot certificate with ratings airplane single and multi-engine land. He also was the holder of a commercial pilot certificate with an airplane single engine sea rating, and was a certified flight instructor with airplane single and multi-engine, and instrument airplane ratings. He was issued a second-class medical certificate on November 16, 2004, with the restriction, "Must wear corrective lenses." He listed a total flight time of 14,600 hours on the application for the last medical certificate.

In reference to the passenger, a search of FAA airmen records by name, date of birth, and social security number revealed no records.

AIRCRAFT INFORMATION

The airplane, model T337G, was manufactured by Cessna Aircraft Company and designated serial number P3370205. It was certificated in the normal category, and the type certificate data sheet indicates the front and rear engines are required to be Teledyne Continental Motors TSIO-360-C or -CB, rated at 225 horsepower when operated at 2,800 rpm. The front and rear engines installed at the time of the accident were Teledyne Continental Motors TSIO-360-CB5B and Rolls-Royce TSIO-360-DCC, respectively. The rear engine was originally manufactured by Rolls-Royce as a model TSIO-360-D engine, but on November 16, 1992, it was converted to a "C model Spec 5" engine. As a result of the conversion, the engine dataplate was reportedly remarked to read "TSIO-360-DCC." The front propeller rotates clockwise when viewed from behind the engine looking forward, while the rear propeller rotates counter-clockwise when viewed from behind the engine looking forward.

The airplane was reportedly purchased by the current owner in California in December 2004, and was flown to Florida by a pilot other than the accident pilot. The flight to Florida commenced on January 11th, and arrived in the afternoon of January 12th, in Lakeland, Florida. The individual who flew the airplane to Florida reported the flight was a "fairly flawless trip" which took approximately 16 to 17 flight hours and numerous fuel stops. He reported he did not have any noticeable problems with the engines or propellers, and that the autopilot and digital fuel flow meter were inoperative. He also reported that when flying the airplane at an altitude greater than 10,000 feet, the rear engine manifold pressure reading would decrease 4 inches then return to the normal setting. After landing in Lakeland, the pilot who flew the airplane from California offered the accident pilot a chance to fly together; he reportedly declined.

The current owner of the airplane provided to NTSB a list of discrepancies found during a pre-buy inspection of the airplane; none of the discrepancies relate to flight controls. Records provided by the facility that performed the pre-buy inspection revealed some, but not all of the discrepancies were repaired. The owner of the facility that performed the pre-buy inspection and some of the repairs reported they repaired only the items they were asked to repair. The owner also reported at the time of the repairs his company did not have access to the permanent maintenance records; therefore, the work performed was not entered in the maintenance records.

A review of the permanent maintenance records confirmed there were no entries in either the airframe or either engine logbooks indicating maintenance was performed related to the pre-buy discrepancies. The maintenance records further indicate the airplane was last inspected in accordance with an annual inspection on April 24, 2004. The airplane total time at that time was 6,091.8 hours. The front engine was last rebuilt/zero timed by the engine manufacturer on September 10, 1993, and was installed in the airplane on June 20, 1999. The front engine had accumulated approximately 1,043 hours since overhaul at the time of the last annual inspection. The rear engine was last overhauled on August 25, 1992, and was installed in the airplane on October 1, 1992. The rear engine had accumulated approximately 1,386 hours since overhaul at the time of the last annual inspection. No determination was made as to the elapsed time since the last annual inspection.

METEOROLOGICAL INFORMATION

A surface observation weather report taken at the accident airport on the day of the accident at 1541, or approximately 4 minutes after the accident indicates the wind was from 330 degrees at 5 knots, the visibility was 10 statute miles, scattered clouds existed at 700 feet, and 8,000 feet, overcast clouds existed at 12,000 feet, the temperature and dewpoint were 18 and 16 degrees Celsius, respectively, and the altimeter setting was 30.10 inHg.

COMMUNICATIONS

The pilot was last in contact with the Lakeland Linder Regional Airport Air Traffic Control Tower at the time of the accident. There were no reported communication difficulties.

WRECKAGE AND IMPACT INFORMATION

The airplane crashed on airport property and came to rest upright located at 27 degrees 59.324 North latitude and 082 degrees, 01.087 minutes West longitude, or approximately .56 nautical mile and 271 degrees magnetic from the approach end of runway 27.

Examination of the accident site revealed the airplane first impacted on runway 9/27 approximately 3,000 feet from the approach end of runway 27 (the departure runway), and 44 feet south of the runway centerline. The energy path was oriented on a magnetic heading of 220 degrees. Numerous ground scars on the runway surface were noted, while two separate ground scar locations consistent with propeller to runway contact were also noted. The first ground scars on the runway associated with propeller contact consisted of three marks with a deeper gouge on the left side of each scar when viewed looking towards the main wreckage, or consistent with a counter-clockwise rotation. The distance from the center of the first to the center of the second scar measured 16 inches. The second ground scars on the runway associated with propeller contact occurred down the energy path and consisted of two marks with a deeper gouge on the right side of each scar when viewed looking towards the main wreckage, or consistent with a clockwise rotation. The distance from the center of the first to the center of the second scar measured 19 inches. A faint outline of the full span of the left wing was noted on the runway surface near the initial contact location. Additionally, a mark on the runway associated with the right wingtip was noted. A combination flexible and aluminum line measuring approximately 3 feet in length later associated with the left brake line was noted near the initial runway contact location.

Further examination of the accident site revealed the ground scar on the runway continued off the south edge of the runway onto grass where the ground scar continues to the point where the airplane came to rest, which was approximately 146 feet from the south edge of runway 9/27. The airplane came to rest upright on a magnetic heading of 260 degrees. The energy path in the grass was oriented on a magnetic heading of 215 degrees. Debris consisting of the left and right main landing gear struts, a cell phone clip, pieces of the nose landing gear fork, a piece from an engine crankcase, and a fuel sump drain tube were located in the grass along the energy path. Fire damage to the grass was noted south of the main wreckage. The majority of the burn area was located forward of the left wing and south of the left wingtip, with some burning aft of ...