N978TL

HISTORY OF FLIGHT

On October 17, 2007, about 1402 central daylight time, a single-engine Beech A36 airplane, N978TL, was destroyed when it collided with power lines and terrain shortly after departure from the Richard L. Jones Airport (RVS), Tulsa, Oklahoma. The airplane crashed south of the airport in the town of Glenpool, Oklahoma. The instrument rated private pilot and the four passengers were fatally injured. The airplane was registered to and operated by Transportation Locators Limited LLC, of Tulsa, Oklahoma. An instrument flight rules (IFR) flight plan was filed for the cross-country flight that departed at 1357, and was destined for the Sugarland Regional Airport (SGS) near Sugarland, Texas. Visual meteorological conditions prevailed for the personal flight conducted under 14 Code of Federal Regulations Part 91.

The owner of the airplane told a Federal Aviation Administration (FAA) inspector that the pilot, who owned a 4-seat Beech BE-35J airplane, had borrowed his 5-seat A36 airplane to fly the four passengers to Sugarland, Texas, for a family trip. The pilot had planned to stay with the airplane and fly the family back to Tulsa after the visit.

Prior to departure, at 1239, the pilot contacted the Fort Worth Automated Flight Service Station (AFSS), Fort Worth, Texas, and told a briefer that he planned to depart around 1330. He also stated, "I've gotten a DUATS briefing and everything, I just wanted to make sure things were holding together okay for me and I didn't have uh, any serious convection problems." The pilot mentioned that he was concerned about weather "hazards" along the route because he had children onboard the airplane. The briefer informed the pilot that convective activity was forecasted to begin in the Tulsa, Oklahoma, area after 1500, and to expect moderate turbulence along his route of flight below 15,000 feet. The pilot informed the controller that he would be departing before the forecasted thunderstorms and that the wind was "blowing" at RVS. The briefing ended at 1245.

A review of air traffic control communications revealed that at 1347, the pilot contacted ground control and received an IFR clearance to Sugarland, Texas, and instructions to taxi to Runway 19R. At 1352, the pilot contacted the control tower and stated he was ready for take off at Runway 19R. A controller instructed the pilot to hold short. At this time, the controller informed the pilot that the wind was from 150 degrees, variable to 200 degrees at 20 knots, gusting to 25 knots. The pilot was then instructed to continue holding short of the runway for IFR separation, and he acknowledged. A few minutes later, a controller informed the pilot that the wind was from 170 degrees at 20 knots followed two minutes later by another wind warning from 160 degrees, variable to 210 degrees at 28 knots. The pilot was again advised to continue holding short of the runway.

At 1357, the controller cleared the pilot for takeoff with "no delay." The controller observed the airplane takeoff and begin to climb. She reported that the pilot "had sucked his gear up quickly, quicker than what seemed normal." Another controller, who was in the tower cab and relieving the on-duty controller, also observed the airplane as it departed. She stated that when the airplane was approximately 200-300 feet above the runway, the pilot, "sucked up his gear before the A1 intersection on runway 19R, which is 2,800 feet from the threshold..." She also stated that the airplane was not climbing very fast, and described the weather as "windy and gusty" with the visibility as "10 miles or better." There was a scattered cloud layer at 6,500 feet.

At 1400, the tower controller, who had just come on-duty, instructed the pilot to contact departure control, but he never responded. About two minutes later, a Tulsa Approach controller contacted the tower controller and reported that they had a received a low altitude alert on the airplane, and that the pilot never initiated contact with them. Several attempts were then made to contact the pilot, but to no avail.

A review of radar data revealed the airplane had climbed to an altitude of 1,300 feet mean sea level (msl) while on a southwesterly heading, before it began to descend. The last radar return was received at 1401 at an altitude of 1,100 feet msl. The control tower manager reported seeing the airplane on radar when it was at an altitude of 1,200 feet msl and at a ground speed of 70 knots. A few moments later he noted it had descended to 1,100 feet msl.

Several witnesses observed the airplane and provided statements to the Glenpool Oklahoma Police Department. One witness was in her home, which was located directly adjacent to the accident site. She stated that she heard the airplane's engine "spitting and sputtering very loudly." When she looked out her window, she saw the airplane collide with the power lines, hang for second, burst into flames, then fall to the ground and burn.

A second witness was located just north of the accident site in a home that was under construction, when he first observed the airplane. He said the airplane appeared to be having engine trouble and was trying to "pull up over the power lines." The airplane then collided with the lines and burst into a "large fireball" and fell to the ground.

A third and fourth witness reported that the airplane was "struggling to maintain control" and that it was "flipping from side to side having difficulty flying." The airplane then nosed down, collided with power lines, and then the ground.

A pilot, who was also an airframe and power plant mechanic, and owned an aircraft engine business based at the airport, stated that he observed the airplane departing Runway 19R. He said, "It was so windy that I couldn't hear the engine." Once airborne, the airplane began to descend and it "appeared to go below the 40 foot roof line of the adjacent golf course club house." The airplane then pitched back up and appeared to climb. He said, "Something was clearly wrong, something was going on inside the airplane." The gentleman said that he has witnessed "thousands" of airplanes take off from runway 19R, and for him to get up and run outside to watch a departure, there had to be something wrong.

In a written statement, a friend of the pilot, who was also flew and owned a Beech A36 airplane, stated that he was at the owner's hangar when the pilot arrived to pick up the airplane. The friend, who had known the pilot for over five years, and who had flown that accident airplane on two "successful" flights the day earlier, helped him pull the airplane from the hangar and park it on the taxiway. While waiting for the fuel truck to arrive, the friend noticed that the pilot "seemed nervous and preoccupied, not his usual self, which was normally happy and outgoing." The friend asked the pilot if he could post-pone the trip until the following day, when the weather was forecasted to be better en route. The pilot responded that he "had to go today." The friend described the weather as "very windy, cloudy, and storms were forecast in the area." After the airplane was fueled, the pilot asked his friend to join him in the airplane while he started the engine. The friend said, "[The pilot] settled into the left seat, while I sat in the right. I noticed that he was staring at the instrument panel for a while, and then he asked where the magneto switches were. I thought that was a strange question, since he probably had at least 200 hours in that very airplane, plus he personally owns and flies his own Bonanza. I pointed out the appropriate switches on the far left and he turned them on. Then he couldn't find the 'starter button', which is actually a key, and he couldn't locate the fuel boost pump for starting. After I pointed out the proper switches, he started the airplane."

Once the pilot was ready to taxi, the friend told him that he wished he were going with him on the flight. And, the pilot responded, "I do too, so you could help me with the flying." The friend watched the pilot taxi the airplane down to his hangar. He later saw the airplane as it was taking off. He said, "...his gear was up and he was climbing. I remarked at the time how good the engine sounded, but how he was being buffeted by the high winds." Shortly after, he learned that the airplane struck power lines and had crashed.

A review of fueling records revealed that the pilot purchased 39 gallons of 100LL fuel on the day of the accident, which topped off the tanks for a total of 80 gallons (74 gallons usable). According to the line manager, who fueled the airplane and had conducted transactions with the pilot on numerous occasions, he said that the pilot "seemed normal - no signs of anger, anxiety, or being in a rush." After the airplane was fueled, the pilot got into the airplane, and taxied to his hangar. The line manager said the pilot was alone at the time, and he did not observe any luggage or cargo in the airplane.

PERSONNEL INFORMATION

The 63-year old pilot held a private pilot certificate for airplane single-engine land, and instrument airplane. The pilot's last FAA third-class medical was issued on March 28, 2007, with no limitations. At that time, he reported a total of 1,500 hours. The owner of the airplane reported that the pilot had accumulated approximately 200-hours of flight in the accident airplane.

The pilot owned a Beechcraft BE-35J airplane, which was based at RVS. The pilot, who was also a priest, was reported to be very familiar with the airport and the local area.

AIRCRAFT INFORMATION

The 1978 model Beech A36, serial number E-978, was registered to Transportation Locators Limited LLC, Tulsa, Oklahoma.. The owner of the airplane reported that the airframe had accumulated a total of 1,623-hours since new. He further reported that he had owned the airplane for about 10 years.

The util...