N7699F

HISTORY OF FLIGHT

On June 11, 2010, about 1354 mountain standard time, a Piper PA-32R-300, N7699F, sustained substantial damage when it impacted a building near Eagar, Arizona, during takeoff initial climb from the Springerville Municipal Airport (D68), Springerville, Arizona. The airplane was registered to and operated by the pilot under the provisions of Title 14 Code of Federal Regulations (CFR) Part 91. Visual meteorological conditions prevailed and no flight plan was filed. The private pilot and three passengers were killed. There were no reported ground injuries. The flight was originating at the time of the accident with an intended destination of Grand Canyon, Arizona.

A witness located on taxiway A6 at D68 reported that while watching the airplane take off from runway 11, it "used more runway then used by most of the other small aircraft during takeoff." The witness stated that after takeoff, the airplane was "rocking side to side" and appeared to be "having trouble gaining altitude." The witness further reported that the airplane "gained altitude" then "lost altitude" three or four times. He added that prior to the airplane impacting the school building; it banked in a counterclockwise direction.

Numerous witnesses located near the accident site reported observing the accident airplane flying at a "low altitude" toward the Round Valley High School prior to observing an explosion, immediately followed by rising black smoke from the high school.

One witness, who was located within the courtyard area of the Round Valley High School, reported that while repairing a walk-in freezer in the southwest corner of the courtyard, he heard the sound of an airplane. The witness looked up and observed the accident airplane flying over his position at an altitude of no more than 30 feet in a level attitude. The witness stated that he "ducked for cover" and subsequently heard the sound of the airplane impact the side of the school building. The witness said that the "engine was wound up" and "seemed to be running strong."

A second witness reported that while driving south on Main Street, about 0.2 miles west of the high school, she heard and subsequently saw a small white airplane fly over her position to the east at a very low altitude. The witness stated that the airplane appeared to be "losing altitude very fast" as it went overhead their position, and that it did not sound like the engine was "sputtering or missing." The witness turned onto a nearby street, heading toward the high school and observed the airplane "turn its wings at an angle when it crashed into the roof."

PERSONNEL INFORMATION

The pilot, age 50, held a private pilot certificate with airplane single-engine land and instrument airplane ratings. A third-class airman medical certificate was issued December 17, 2008, with a "miscellaneous restriction assigned." According to the Federal Aviation Administration (FAA), the restriction assigned to the pilot was "not valid for night flying or by color signal control" and was re-evaluated on August 14, 2009, following a medical flight test. The pilot was subsequently granted a "third-class letter of evidence" upon successfully completing a signal light gun test.

Review of the pilot's personal flight records revealed that as of the most recent entry in his pilot logbook, dated May 28, 2010, he had accumulated 2,159 total hours flight time, of which 5.7 hours were in the previous 30 days of the accident and 34.4 hours within the previous 90 days.

AIRCRAFT INFORMATION

The four-seat, low-wing, retractable-gear airplane, serial number (S/N) 32R-7780081, was manufactured in 1977. It was powered by a Lycoming IO-540 engine, serial number L-15570-48A, which was rated at 300 horsepower. The airplane was equipped with an adjustable pitch Hartzell two-bladed propeller; model number HB-C2YK-1BF, serial number CH43959B. The airplane was equipped with four fuel tanks, totaling 98 gallons, of which 94 are usable. The certified maximum gross weight of the airplane was 3,600 pounds. Review of the airframe and engine logbooks revealed that the airplane underwent its most recent annual inspection on November 10, 2009, at a tachometer time of 2,474.0 hours, airframe total time of 4,389 hours and engine time since overhaul (TSO) of 155.6 hours. The most recent maintenance entry within the engine logbook stated that the oil was changed on April 20, 2010, at a tachometer time of 2,527.54 hours.

A current copy of the aircraft’s weight and balance, which would include empty weight of the airplane, was not located. The middle seats (seat number three and four) were previously removed from the airplane and were located within the pilot's hangar.

The Pilot’s Operating Handbook (POH) stated in part on page 2-7, section "2.25 PLACARDS," "...demonstrated crosswind component 17 kts." The POH further states on page 5-1, section "5.3 INTRODUCTION TO PERFORMANCE AND FLIGHT PLANNING," "...performance information derived by extrapolation beyond the limits on the charts should not be used for flight planning purposes."

Review of the manufacturer’s supplied Flaps Up and 25-degree Flaps Takeoff Performance charts, located in the Pilot’s Operating Handbook, revealed that the weather conditions present at the time of the accident exceeded the chart’s performance parameters. As a result, takeoff performance calculations were not determined.

Using the manufacturer’s supplied gear up and gear down performance calculation charts, reported weather conditions, and maximum gross weight of the airplane, the climb performance with the gear in the "DOWN" position was calculated to be about 90 feet per minute. The climb performance with the gear in the "UP" position was calculated to be about 410 feet per minute.

Review of sales receipts from the self service fuel station at D68 revealed that the accident airplane was refueled with 76.41 gallons of 100 low-lead aviation fuel prior to departure. The airport management reported that the exact time of the refueling was not determined due to a time error within the airport's sales system. Fuel samples from the self-serve fueling station were secured and found to be free of contaminants. The fuel sample secured from the fuel pumps was tested using “water finding paste.” The results were negative.

Portions of the recovered burnt luggage, which were damp with water, included various loose items (hand gun, rifle, knife, various bags) from the airplane that were located throughout the accident site. The items were weighed using a standard analog scale. The total weight of the recovered items was about 76 pounds. The weight of additional items that were destroyed by fire (ammunition, luggage) was not obtained. Using the reported basic empty weight of the airplane provided by Piper Aircraft, reported weight of the occupants, 98 gallons of fuel and 100 pounds of luggage, the total weight of the airplane was about 3,392 pounds. The airplane was found to be within weight and balance and center of gravity limitations.

METEOROLOGICAL INFORMATION

A National Transportation Safety Board (NTSB) staff meteorologist prepared a factual report regarding weather conditions at and near the vicinity of D68.

The report states in part that the National Weather Service (NWS) southwest regional Surface Analysis Chart for 1400 MST depicted a low pressure system with a central pressure of 999.0-hectopascals (hPa) over northwestern Arizona with a trough of low pressure extending south-southeastward into southern Arizona. To the north of the low pressure system a stationary front was depicted extending from extreme southeast Nevada into southern Utah, and western Colorado to another low at 999-hPa. A high pressure system at 1006-hPa was located along the Colorado and New Mexico border, to the north-northwest of the accident site. The resultant pressure pattern resulted in southerly wind flow over southwest Arizona.

The station models surrounding the accident site depicted southerly winds at 20 to 25 knots, clear skies, with a temperature of 92 degrees Fahrenheit (F) over southeast Arizona and immediately south of the accident site. The station models also showed temperatures between 70 to 80 degrees F across central and northern Arizona along the intended route of flight. No significant weather was depicted across the area.

The airport (D68) had an Automated Weather Observation System (AWOS-3) installed, which broadcasted weather observations locally on radio frequency of 119.65 MHz and had dial up telephone access, but did not transmit the observations for distant dissemination to the NWS or FAA. No problems were identified with the AWOS system or sensors surrounding the time frame of the accident.

At 1350, the AWOS-3 at D68 reported wind from 210 degrees at 25 knots, gusting to 32 knots, visibility 10 miles, a few clouds at 8,500 feet, temperature 25 degrees Celsius (C), dew point temperature -2 degrees C, altimeter setting 29.99 inches of Mercury (Hg). The airport density altitude was reported to be 9,700 feet.

At 1355, the AWOS-3 at D68 reported wind from 170 degrees at 24 knots, gusting to 31 knots, visibility 10 miles, a few clouds at 8,500 feet, temperature 25 degrees C, dew point temperature -2 degrees C, altimeter setting 29.99 inches of Mercury (Hg). The airport density altitude was reported to be 9,700 feet.

Based on the 1350 weather observation at D68, the resultant crosswind component for runway 11 ranged from 25 to 32 knots, with a tailwind component from 4 to 5 knots based on the sustained wind and gust values respectively. The 1355 observation at D68 indicated a crosswind component of 21 to 27 knots, and a headwind of 12 to 16 knots.

The next closest weather reporting site was from St John Industrial Air Park (SJN), located approximately 24 miles north of D68, at an elevation of 5,737 feet. The airport had an Automated Surface Observatio...