N4509T

HISTORY OF FLIGHT

On August 11, 2006, about 0215 Saipan standard time (about 1615, August 10, 2006, Coordinated Universal Time (UTC)), a Piper PA-32-300, N4509T, experienced a total loss of engine power during initial climb from the Saipan International Airport, Saipan, Northern Mariana Islands. The pilot made a forced landing into high, vegetation-covered terrain about 1/2-mile southeast of the departure end of runway 07. The airplane was substantially damaged during the impact sequence and thereafter was consumed by post impact fire. The single engine airplane, known as a Cherokee Six, had a total of seven installed seats. The commercial pilot and six passengers received serious injuries. The inter-island passenger transportation flight was operated and performed by Taga Air Charter Services, Inc., Tinian, NM, the airplane's registered owner. Taga Air holds a 14 Code of Federal Regulations Part 135 air carrier operating certificate. Taga Air reported that the flight was performed under the provisions of 14 Code of Federal Regulations Part 91 on behalf of the Tinian Dynasty Hotel & Casino (TDHC). Visual meteorological conditions prevailed during the dark nighttime flight. Taga Air dispatched the flight and followed its progress under a company visual flight rules flight plan. The flight originated from Saipan about 0213.

The pilot reported that he arrived at the Saipan International Airport about 1900, to commence his nighttime 12-hour-long flight shift, which was to end at 0700 the following morning. The pilot was wearing his customary uniform, which included captain's epaulettes on his shoulders.

According to the pilot, he flew the first round trip between the islands of Saipan and Tinian in the accident airplane using fuel from the right main fuel tank. The second trip was begun using fuel from the left main fuel tank. The flight time between the islands is about 10 minutes.

The pilot stated that when the passengers arrived at the Saipan Airport for their flight to Tinian, Taga Air's ground crew loaded them along with their tagged luggage into the airplane. Because each bag had been weighed and marked, the ground crew knew where to position their luggage in the airplane.

The pilot performed a "walk-around" of the airplane and checked the fuel. All of the airplane's systems were working fine. The ground crew gave the passengers a safety briefing and provided the pilot with the weight and balance document, which the ground crew had completed.

The pilot stated that he made an on time departure. He took off from the intersection of taxiway Bravo on runway 07. Departure from this intersection provided him with about 2/3 of the runway's full length. According to the pilot, it was a customary practice to take off from intersection Bravo.

The pilot reported that the airplane's acceleration down the runway was normal. The engine was not backfiring, missing, or making any atypical sound. The climb was uneventful until reaching between 200 and 350 feet above ground level at which time the airplane began descending. The pilot stated that he could not recall whether or not the airplane lost all engine power, but he deployed full wing flaps in preparation for a forced landing onto terrain next to the airport.

Saipan air traffic control tower personnel reported that seconds after the pilot became airborne, he broadcast "09T going down." No further communications were received by the control tower personnel.

The airplane crashed into jungle-like terrain on the right side of the departure runway. Within minutes, it was consumed by a post impact ground fire.

PERSONNEL INFORMATION

The TDHC employed the pilot, age 25, for several purposes including the transportation of passengers on daily flights between the islands of Saipan and Tinian. The pilot held a commercial pilot certificate with the following ratings: airplane single and multiengine land, airplane single engine sea, and instrument airplane. In addition, he held a certified flight instructor certificate for airplane single and multiengine, and instrument airplane.

In March, 2006, the pilot was issued a First Class airman medical certificate without limitations.

On an April, 2006, new employment resume, the pilot indicated that his total flight time was 410 hours and his total nighttime flying experience was 35 hours. On April 10, 2006, the pilot commenced Cherokee Six flight training at Taga Air.

By the accident date, the pilot's total flight time was 560 hours, and his total nighttime flying experience was 105 hours. He had flown about 106 hours during the preceding 90-days, and he had made about 100 round trip flights with passengers between Saipan and Tinian.

AIRCRAFT INFORMATION

Maintenance Records

By the accident date, the 1972 Piper airplane, model PA-32-300, serial number 32-7240083, had a total airframe time of about 5,325 hours. The engine's approximate total time was 4,941 hours. Taga Air maintained the airplane on an annual and 100-hour inspection basis.

Maintenance records indicated that the last annual inspection was performed on July 12, 2006, at a total airplane time of 5,282.2 hours. On this date, the engine's time since new was 4,898.2 hours, and its time since last overhaul was about 1,234.8 hours.

A review of maintenance records and pilot squawks recorded on Taga Air's "Aircraft Flight Log" was performed. The review period was from the date of the last annual inspection through August 9, 2006. Records were not available/recovered for August 10 and 11.

The records review revealed that in each instance where discrepancies had been recorded on the "Flight Discrepancies" portion of the airplane's log sheets, the listed discrepancies were addressed by close out actions on the "Corrective Actions" portion of the log sheets.

No discrepancies were listed on the log sheet dated August 9, 2006. The accident pilot did not report experiencing any maintenance discrepancies during his preflight inspection in preparation for the accident flight.

Seat Installation

After manufacture, the "6-seat" airplane had been equipped with an optional 7th seat. The seating configuration was, accordingly, 2 seats in the first (front) row, 3 seats in the middle row, and 2 seats in the third (rear) row.

METEOROLOGICAL INFORMATION

About 19 minutes prior to the accident Saipan Airport reported its surface wind was from 230 degrees at 3 knots, 10 miles visibility, few clouds at 2,000 feet and scattered clouds at 9,000 feet. The temperature and dew point were, respectively, 26 and 24 degrees Fahrenheit. When the accident airplane was cleared for takeoff, the wind was reported as calm.

AIRPORT AND GROUND FACILITIES

Saipan International Airport's elevation is 215 feet mean sea level (msl). The Federal Aviation Administration (FAA) reported that, at the time of the accident, all airport equipment, lights and services were operating normally at the airport.

Runway 07 was dry at the time of N4509T's takeoff. The runway has an asphalt/grooved surface and is 8,700 feet long by 200 feet wide. The distance between runway 07's threshold and intersection Bravo, the location from which N4509T initiated its departure, is about 3,100 feet. From intersection Bravo to the runway's end is about 5,600 feet.

WRECKAGE AND IMPACT INFORMATION

The wreckage was located about 2,500 feet southeast of runway 07's departure end. (For a perspective showing the relationship between the runway and the location of the accident site, see the picture included in the Safety Board's docket for this accident.)

The on-scene portion of the Safety Board's investigation was performed by FAA Honolulu, Hawaii, Flight Standards District Office personnel and the Safety Board investigator's authorized Piper Aircraft participant. The participants reported that their physical examination of the airplane's structure and ground scar were consistent with the airplane impacting the high, native vegetation-covered, rough terrain in a near level flight upright attitude. The airplane was found oriented on an approximate 77-degree magnetic heading, and at an approximate elevation of 220 feet msl. All major structural components and flight control surfaces were accounted for at the accident site.

The propeller blades were observed bent in an aft direction. There was an absence of blade s-bending and torsional deformation.

The majority of the airframe was observed consumed by fire. The entire cockpit, instrument panel and fuselage were destroyed. A few gallons of fuel were observed in the left wing's main fuel tank. The other tanks were breached and/or destroyed by fire. Fuel caps were found secured to the 4 fuel tanks.

No evidence of preimpact disconnection of any flight control surface or control system was observed. The fuel selector valve was located attached to the floor of the fire-damaged fuselage. The Piper participant reported that, upon examination, the valve was observed oriented to provide fuel from the left tip tank to the engine.

SURVIVAL ASPECTS

Taga Air's Director of Operations (DO) reported that no shoulder harness was available for the pilot's use. During the wreckage examination, no evidence of shoulder harnesses was observed at any of the passenger seat locations. A total of 7 seats were observed installed in the airplane.

TESTS AND RESEARCH

Engine Examination

The Lycoming engine was disassembled and examined under Safety Board supervision at Textron Lycoming's Williamsport, Pennsylvania, manufacturing factory. The engine was observed impact and fire damaged. Portions of its case were melted. In pertinent part, all of the connecting rods were found attached to the crankshaft, which along with the camshaft was intact. The accessories, including magneto wiring harnesses, were destroyed. All accessory gear teeth were found intact. No evidence of preimpact mechanical anomalies was noted.

Taga Air's Fueling Policy and Procedures

Taga Air's DO reported that it was ...