N7868Y

HISTORY OF FLIGHT

On July 18, 2005, at 0907 central daylight time (cdt), a Piper PA-30 (Twin Comanche), N7868Y, piloted by a commercial pilot, sustained substantial damage during impact with terrain shortly after takeoff from runway 18 (3,002 feet by 60 feet, asphalt) at the Aurora Municipal Airport (2H2), Aurora, Missouri. Visual meteorological conditions prevailed at the time of the accident. The business flight was operating under the provisions of Title 14 Code of Federal Regulations (CFR) Part 91 with an instrument flight plan on file with the Federal Aviation Administration (FAA). The pilot and two passengers were fatally injured. A third passenger was seriously injured. The flight was originating at the time of the accident and was en route to Kentucky Dam State Park Airport (M34), Gilbertsville, Kentucky.

The surviving passenger reported that the airplane had been flown earlier that morning to get fuel. The pilot performed a preflight inspection of the airplane before the passengers boarded. The pilot started the left engine without any noted problems, but he had some difficulties getting the right engine to start. The airplane's owner told the pilot that the engine was "still tight" after a recent top overhaul. The passenger stated that after the right engine started it "sounded okay." The pilot then taxied to the end of runway 18 to perform a run-up. The pilot used a checklist during the run-up and no problems were noted when the pilot "checked the engines."

The passenger reported that during the takeoff roll the airplane seemed "sluggish" and "wasn't picking up speed." After liftoff, the airplane's "stall alarm" sounded as the airplane crossed over a tree line which was situated south of the airport. The pilot "slightly leveled" the airplane and the "stall alarm" silenced momentarily before sounding again. The passenger stated that the right wingtip "went up high and the nose went down" simultaneously when the stall warning horn sounded for the second time.

A witness reported seeing the airplane takeoff as he was driving past the airport. As the airplane passed over his position it "showed no sign of trouble" and "it was well above the trees." The witness did not think the airplane was climbing and it "started to bank to the left and sliced into the ground left wing and nose first."

Another witness driving near the airport reported seeing the airplane "[teeter-tottering] side to side, altitude stayed the same." The witness noted that the next thing he saw was a "cloud of dust."

The airplane impacted about 1,900 feet south of the departure end of runway 18 in a vacant grass field.

PERSONNEL INFORMATION

According to FAA records, the pilot held a commercial pilot certificate with single-engine land, multiengine land, and instrument airplane ratings. The pilot also held a certified flight instructor certificate with single-engine, multiengine, and instrument airplane ratings. FAA records show the pilot's last medical examination was completed on January 14, 2004, when he was issued a first-class medical certificate with no restrictions or limitations.

The last entry in the pilot's flight logbook was dated December 31, 2003. At this time the pilot had accumulated 1,519 hours of flight time, of which 1,458 hours were as pilot-in-command. The pilot had accumulated 1,012 hours in single-engine airplanes and 507 hours in multiengine airplanes. The logbook indicated that he had flown 277 hours at night, 112 hours in actual instrument conditions, and 92 hours in simulated instrument conditions. The pilot had provided 408 hours of dual instruction.

The pilot reportedly kept a contemporaneous record of his recent flying and would occasionally transpose the flights into his permanent flight logbook. During the investigation several papers containing historical flight information were recovered. The information included the flight's month and day, the flight's duration, and sometimes the aircraft utilized. The listed dates did not include their respective calendar year, so an accurate portrayal of the pilot's flight time at the time of the accident was not possible.

The pilot's application for the January 2004 medical examination indicated that his total flight time was 1,515 hours and that he had flown 300 hours during the previous 6 months.

On August 17, 2004, the pilot completed a flight review, as required by Title 14 CFR Part 61.56. The logbook contained a flight instructor endorsement for the flight review, but there was no corresponding flight entry in the logbook.

AIRCRAFT INFORMATION

The accident airplane was a 1965 Piper PA-30, Twin Comanche, serial number 30-940. The Twin Comanche was an all-metal, multiengine airplane that incorporated a semimonocoque fuselage and empennage design. The airplane was equipped with fully cantilevered wings, wing flaps, constant speed propellers, and a retractable tricycle landing gear. The airplane was configured to seat four occupants and had a certified maximum takeoff weight of 3,725 lbs.

The accident airplane was issued a standard airworthiness certificate on December 9, 1965. A review of the maintenance records showed that the airplane had undergone an annual inspection on June 23, 2005. The airplane had accumulated about 6,115 hours total time in service at the annual inspection. The airplane's recording hour meter was never recovered, which prevented the calculation of a total service time at the time of the accident.

The airplane was equipped with two 160-horsepower Lycoming IO-320-B1A engines. The IO-320-B1A engine is a four-cylinder, 320 cubic-inch displacement, fuel injected, reciprocating engine.

The left engine, serial number L-2387-55A, was overhauled on October 5, 1979. At the last annual inspection, the engine had accumulated about 1,852 hours since major overhaul. The left propeller was a two bladed Hartzell HC-E2YL-2BSF model, serial number BG 1997. At the last annual inspection, the constant-speed propeller had accumulated about 917 hours since overhaul.

The right engine, serial number L-2404-55A, was overhauled on October 5, 1979. At the last annual inspection, the engine had accumulated about 1,852 hours since major overhaul. The right propeller was a two bladed Hartzell HC-E2YL-2BSF model, serial number BG 1928. At the last annual inspection, the constant-speed propeller had accumulated about 917 hours since overhaul.

METEOROLOGICAL INFORMATION

The closest weather reporting station to the accident site was located at the Springfield-Branson National Airport (SGF), Springfield, Missouri, about 22 nm northeast of the accident site. The following weather conditions were reported by the SGF Automated Surface Observing System:

At 0852: Wind 220 degrees true at 8 knots; visibility 10 statute miles (sm); clear skies; temperature 27 degrees Celsius; dew point 21 degrees Celsius; altimeter setting 30.04 inches of mercury.

AIRPORT INFORMATION

The Aurora Municipal Airport (2H2) is located about 1.5 sm southeast of Aurora, Missouri. The airport has one runway: 18/36 (3,002 feet by 60 feet, asphalt). The general airport elevation is listed as 1,434 feet mean sea level (msl). FAA runway obstruction data indicated that there were trees about 66 feet tall located 695 feet off the departure end of runway 18. The trees were located 250 feet left of the runway centerline. An 8.1-degree slope was required to clear the trees.

WRECKAGE AND IMPACT INFORMATION

The National Transportation Safety Board's on-scene investigation began on July 19, 2005.

A global positioning system (GPS) receiver was used to identify the position of the main wreckage as 36 degrees 57.172 minutes north latitude, 93 degrees 41.692 minutes west longitude. The GPS elevation of the accident site was 1,431 feet msl. The main wreckage was located about 1,900 feet south of the departure end of runway 18 in a vacant grass field. There were no obstructions in the general area of the accident site.

The wreckage was surveyed using a GPS receiver, tape measure, and compass. The first evidence of ground contact was about 85 feet northwest of the main wreckage. This initial ground scar contained small pieces from the left wingtip. The wreckage debris path was on a 118-degree magnetic heading. Another ground depression, consistent with a propeller impacting terrain, was located 33 feet from the initial impact point. The left wingtip was found along the wreckage distribution path about 51 feet from the initial impact point.

The main wreckage consisted of the entire fuselage structure, cockpit, right and left wings, empennage, and both engines. There was no evidence of an in-flight or ground fire. The airframe nose and nose landing gear were crushed aft into the instrument panel. The remaining cabin area remained intact.

The left wing main spar was broken at the spar splice area outboard of the flap. The left tip tank was completely separated, and was preceding the main wreckage. The left engine was partially displaced from the nacelle and was lying on top of the wing, inverted, facing rearward with propeller attached. The left flap remained attached to the wing and was in the fully retracted position. The aileron was detached from its support structure. The left aileron control and balance cables remained attached to the aileron bellcrank. The left aileron control cable was traced to the forward cockpit area. The balance cable was traced to the right aileron bellcrank. The left main landing gear was partially extended and had evidence of ground impact.

The right wing main spar was also broken at the wing splice area outboard of the flap. The right engine was partially detached from the nacelle, hanging down with propeller attached. The right flap remained attached to the wing and was in the fully retracted position. The right aileron remained partially attached to the wing by the inboard hinge assembly. The right aile...