N8218P

HISTORY OF FLIGHTOn August 2, 2012, about 0814 Pacific daylight time, a Piper PA-24-250, N8218P, sustained substantial damage when it impacted a hangar during takeoff initial climb from Truckee-Tahoe Airport (TRK), Truckee, California. The airplane was registered and operated by the pilot under the provisions of Title 14 Code of Federal Regulations Part 91. The commercial pilot, sole occupant of the airplane, was fatally injured. Visual meteorological conditions prevailed and no flight plan was filed for the local flight which was originating at the time of the accident.

Representatives from Los Medicos Voladores reported to the National Transportation Safety Board (NTSB) investigator-in-charge (IIC) that the pilot was participating in a flight to Baja, Mexico for medical outreach along with two passengers. As part of their flight, they were transporting medical supplies.

Two witnesses, who were previously onboard the airplane reported that the accident flight was the second attempted takeoff by the pilot. Prior to the first takeoff, the pilot and passengers loaded baggage into the aft baggage compartment and rear seat area. After a normal taxi out and pre-takeoff checks, the pilot initiated takeoff on runway 19. The passengers stated that the airplane appeared to have accelerated and lifted off normally, however, as the airplane ascended through about 20 feet above the runway, the airplane wobbled to the left and right, and drifted slightly to the left. The pilot told the passengers that something did not feel right and that the airplane was not climbing. Subsequently, the pilot aborted the takeoff and landed uneventfully on the remaining runway.

During the taxi back to the terminal area, the pilot and his two passengers discussed various ideas why the airplane was not climbing, including potential weight and balance issues and center of gravity issues. The witnesses further reported that the pilot told them that he was going to try and takeoff alone in order to troubleshoot. Upon returning to the terminal area, the pilot had both passengers exit the airplane while the engine was still running, and the pilot taxied back to runway 19.

The witnesses further stated that while observing the airplane takeoff a second time from runway 19, the takeoff roll seemed to be uneventful and the airplane lifted off about one-third down the runway and entered a nose high attitude. The witnesses said that the airplane seemed to wobble back and forth several times as it was ascending. One witness said that as the airplane was over the departure end of the runway, at an altitude of about 150 feet above the runway, it appeared to enter a right turn and bank. As the turn continued, the bank angle of the airplane increased beyond 90-degrees as it descended behind a hangar.

Additional witnesses located within the vicinity of the accident site reported that the airplane lifted off normally and entered a nose high attitude as if it was going to "stall." The witnesses continued to watch the airplane continue its takeoff initial climb and noticed that it began to wobble back and forth prior to entering a right turn. Subsequently, witnesses observed the airplane descend into a hangar. All witnesses reported that during the takeoff and accident sequence, the engine sounded normal and appeared to be producing power. PERSONNEL INFORMATIONThe pilot, age 66, held a commercial pilot certificate with an airplane single-engine land, multi-engine land and an instrument rating. A second-class airman medical certificate was issued on February 13, 2012, with no limitations stated. The pilot reported on his most recent medical certificate application; that he had accumulated 2,000 total flight hours. Review of the pilot's logbooks revealed that as of the most recent entry dated July 7, 2012, he had accumulated a total of 1,736 hours of flight time of which 339.3 hours were in the accident make/model airplane, 2.7 hours within the previous 30 days, 7.3 hours within the previous 60 days, and 24.1 hours within the previous 90 days to the accident. AIRCRAFT INFORMATIONThe four-seat, low-wing, retractable-gear airplane, serial number (S/N) 24-3471, was manufactured in 1963. It was powered by a Lycoming O-540-A1D5 engine, serial number L-5889-40, rated at 250 horse power. The airplane was also equipped with a McCauley model B3D32C412 adjustable pitch propeller. Review of the Pilot Operating Handbook (POH) revealed that section IV, General Maintenance, part VI. Fuel Requirements, states in part "…Aviation Grade 91/96 Octane (minimum) fuel must be used in the Comanche. The use of lower grades of fuel can cause serious engine damage in a very short period of time."

The POH further states in section II, part IV., Take-Off, Climb and Stalls:, that prior to takeoff, flaps should be in the "UP" position. Using the rate of climb vs. standard altitude performance chart for the PA24 with a 250 horse power engine, elevation of 5,900 feet msl, at gross weight, the calculated rate of climb was about 1,000 feet per minute.

Review of the airframe and engine maintenance records revealed that the most recent annual inspection was completed on January 12, 2012, at a tachometer hour reading of 1,804.6 hours and engine time since major overhaul of 438.6 hours.

The maximum gross weight for the airplane per Piper's operating limitations is 2,900 pounds. The maximum weight for the aft baggage area is 200 pounds. Various items removed from the accident site were weighed using a kitchen scale. The items located within the aft baggage area totaled 122 pounds and the items within the left rear seat totaled 18 pounds. Three bags, totaling 48 pounds were removed prior to investigational personnel arriving on scene by previous passengers on the airplane. The weight of the bags was not verified by the NTSB IIC.

Using the last reported aircraft weight that was on file with the Federal Aviation Administration (FAA) from 1977 of 1,798 pounds (83.63 arm), 85 gallons of fuel, pilot weight of 190 pounds, weighed items within the baggage compartment and removed bags (170 pounds total), and rear seat baggage of 18 pounds, the airplane weighed about 2,709 pounds at the time of takeoff with a moment of 239345.4. This calculated to a CG of 88.33 inches, which was within the limits of the airplane.

Refueling records obtained from the Truckee-Tahoe Airport revealed that the airplane was topped off with 33.5 gallons of 100 low lead (LL) fuel. Samples of the fuel were taken by airport personnel following the accident and were found to be free of contaminants. Fuel samples were subsequently shipped to a laboratory for further examination. Analysis of the fuel samples revealed that the octane level of the fuel was 97.1. No additional anomalies were noted. METEOROLOGICAL INFORMATIONA review of recorded data from the Truckee-Tahoe Airport automated weather observation station revealed at 0755 conditions were wind calm, visibility 10 statute miles, clear sky, temperature 6 degrees Celsius, dew point -4 degrees Celsius, and an altimeter setting of 30.33 inches of Mercury. Using the reported weather conditions and field elevation, the calculated density altitude was about 5,842 feet and a pressure altitude of about 5,523 feet. AIRPORT INFORMATIONThe four-seat, low-wing, retractable-gear airplane, serial number (S/N) 24-3471, was manufactured in 1963. It was powered by a Lycoming O-540-A1D5 engine, serial number L-5889-40, rated at 250 horse power. The airplane was also equipped with a McCauley model B3D32C412 adjustable pitch propeller. Review of the Pilot Operating Handbook (POH) revealed that section IV, General Maintenance, part VI. Fuel Requirements, states in part "…Aviation Grade 91/96 Octane (minimum) fuel must be used in the Comanche. The use of lower grades of fuel can cause serious engine damage in a very short period of time."

The POH further states in section II, part IV., Take-Off, Climb and Stalls:, that prior to takeoff, flaps should be in the "UP" position. Using the rate of climb vs. standard altitude performance chart for the PA24 with a 250 horse power engine, elevation of 5,900 feet msl, at gross weight, the calculated rate of climb was about 1,000 feet per minute.

Review of the airframe and engine maintenance records revealed that the most recent annual inspection was completed on January 12, 2012, at a tachometer hour reading of 1,804.6 hours and engine time since major overhaul of 438.6 hours.

The maximum gross weight for the airplane per Piper's operating limitations is 2,900 pounds. The maximum weight for the aft baggage area is 200 pounds. Various items removed from the accident site were weighed using a kitchen scale. The items located within the aft baggage area totaled 122 pounds and the items within the left rear seat totaled 18 pounds. Three bags, totaling 48 pounds were removed prior to investigational personnel arriving on scene by previous passengers on the airplane. The weight of the bags was not verified by the NTSB IIC.

Using the last reported aircraft weight that was on file with the Federal Aviation Administration (FAA) from 1977 of 1,798 pounds (83.63 arm), 85 gallons of fuel, pilot weight of 190 pounds, weighed items within the baggage compartment and removed bags (170 pounds total), and rear seat baggage of 18 pounds, the airplane weighed about 2,709 pounds at the time of takeoff with a moment of 239345.4. This calculated to a CG of 88.33 inches, which was within the limits of the airplane.

Refueling records obtained from the Truckee-Tahoe Airport revealed that the airplane was topped off with 33.5 gallons of 100 low lead (LL) fuel. Samples of the fuel were taken by airport personnel following the accident and were found to be free of contaminants. Fuel samples were subsequently shipped to a laboratory for further examination. Analysis of the fuel samples revealed that the octane level of the fuel was 97.1. No additional anomalies were noted. WRECKAG...