NTSB Factual Report

HISTORY OF FLIGHT

On January 16, 2012, about 1242 central standard time, an Aerostar Aircraft Corporation PA-60-601P, N700PS, registered to M & H Ventures LLC, experienced a loss of directional control during the initial takeoff and crashed in an open field near Philadelphia Municipal Airport (MPE), Philadelphia, Mississippi. Visual meteorological conditions prevailed at the time and no flight plan was filed for the 14 Code of Federal Regulations (CFR) Part 91 personal flight from MPE to Key Field Airport, Meridian, Mississippi. The airplane sustained substantial damage due to impact and a postcrash fire. The airline transport pilot, the sole occupant, was fatally injured. The flight was originating at the time of the accident.

A witness in an airplane waiting short of the runway for the accident pilot to depart watched the takeoff roll from runway 18 and reported the accident airplane became airborne just before the intersection of the ramp and runway. After becoming airborne, the witness noted the airplane immediately, “got squirrelly” and went to the left. The witness stated he taxied onto the runway and back taxied to the approach end of runway 18, where he initiated his takeoff roll; the wind at the time was from 160 degrees at 15 knots with gusts to 20 knots. After becoming airborne, he noted the airplane had crashed and reported the event on the airport UNICOM frequency.

Another witness saw the airplane while it was airborne and noted it rolled left and “it looked like the wind caught the wing.” The witness reported the airplane rolled onto its left side and pitched nose down impacting the ground.

Still another witness who was located northeast of the accident site reported hearing the airplane begin the takeoff roll. The witness walked outside the building and noticed the airplane, “…veering to the left like it was turning out…” then noticed the airplane rolling onto its left side and pitching nose down impacting the ground.

PERSONNEL INFORMATION

The pilot, age 48, held an airline transport pilot certificate with airplane multi-engine land rating, and also a commercial pilot certificate with airplane single engine land rating. At the airline transport level he was type rated in several transport category airplanes. He held a first class medical certificate with no limitations issued on July 27, 2011. On the application for his last medical certificate he listed having a total time of 6,200 hours.

In December 2011, the pilot undertook initial ground and flight training in the airplane. The training was conducted by a pilot who had 16,000 hours in Piper Aerostar airplanes.

The ground instruction consisted of 24 hours over the course of three full days, and the flight instruction consisted of 2.0 hours dual flight in the accident airplane, which occurred on December 15, 2011. The ground school consisted of systems instruction, while the flight training consisted of stalls, pitch and power demonstration, climbs, turns, flap demonstration, air velocity minimum control (VMCa), engine failures after takeoff, in the traffic pattern, and on final approach. Twelve takeoff’s and landings with and without flaps were performed, and go-arounds and aborted takeoff’s were also performed. The notes section of the flight review checklist indicates “Great Job-.”

AIRCRAFT INFORMATION

The airplane was manufactured in 1977 by Ted Smith Aerostar Corporation, as model PA-60-601P, and was designated serial number 61P-0427-157. It was certificated in the normal category and originally equipped with two turbocharger equipped Lycoming IO-540-S1A5 engines rated at 290 brake horsepower at 2,575 rpm, automatic controlled turbochargers installed in accordance with (IAW) supplemental type certificate (STC) SE60WE, and Hartzell constant speed full manual feathering HC-C3YR-2UF propellers with FC8468-8R propeller blades.

In December 1996, the airplane was modified by supplemental type certificate (STC) SA1658NM which removed the original engines and installed 350 horsepower Lycoming TIO-540-U2A engines; the same make and model propellers remained installed. The airplane type certificate holder reported that as a result of the engine change, flight testing confirmed there was no change to the airplane’s original Vmca, which is 97 miles-per-hour indicated airspeed.

The airplane’s fuel supply system in each wing consists of integral wet wing tanks located outboard of the engine nacelle. Each tank has a total capacity of 65 gallons, of which 62 gallons are considered usable. The airplane also has a bladder-type fuselage fuel tank located between the rear cabin bulkhead and the forward bulkhead of the baggage compartment, which has a total capacity of 43.5 gallons, of which 41.5 gallons are considered usable. An annunciator light labeled “LOW FUEL” installed in a group in the annunciator panel in the glare shield by design illuminates continuously when 12 gallons fuel remain in the fuselage tank. The light will remain on as fuel is depleted from the fuselage tank until it is serviced above 12 gallons. The airplane was not equipped with a crossfeed annunciator light when the airplane was manufactured and the maintenance records do not reflect a crossfeed annunciator light was installed after manufacture in accordance with Kit 764-493.

A multiple sump assembly installed below the fuselage fuel tank has a “center sump” which is the low point for the fuselage tank, and two wing sumps which are the low points for each wing tank. Each sump can be drained by depressing its respective drain valve located on the lower aft side of the fuselage just aft of the wing. Fuel from the left and right wings are supplied via lines and hoses to each respective wing sump through a flapper check valve installed on each respective wing sump. Flapper check valves are also installed on each side of the fuselage fuel sump; the check valves prevent back-flow of fuel from one tank to another. Fuel from the fuselage tank flows through flapper check valves into each respective wing fuel sump, then to the each respective engine through valves, hoses, auxiliary fuel pumps, servo fuel injector, flow divider, injector lines, and fuel injector nozzles.

Four electrically operated valves are installed on the fuel sump assembly, and are controlled from two fuel selector switches (one for each engine) mounted on the instrument panel. Each valve on the fuel sump assembly has two positions (open or closed) and the switches have three detent positions (off, on, and crossfeed). The left switch is mounted on the pilot’s lower panel, while the right switch is mounted on the co-pilot’s lower panel. For example, when either fuel selector is in the on position, fuel is supplied from its respective wing tank if fuel is available and also from the fuselage tank. With either fuel selector positioned to the crossfeed position, fuel is supplied to the engine from only the opposite wing tank and not the fuselage tank. If both fuel selectors are positioned to crossfeed at the same time, no fuel will be consumed from the fuselage tank; the left engine will only be supplied fuel from the right wing and the right engine will only be supplied fuel from the left wing.

The FAA Approved Airplane Flight Manual indicates that the crossfeed position is only to be used in level coordinated flight only, and double crossfeed is prohibited except in emergency when the “LOW FUEL” warning light on the annunciator panel is illuminated.

Review of the maintenance records that begin with an entry dated July 18, 1977, associated with an entry related to a production test flight, to the last entry dated January 16, 2012, revealed no entry indicating removal or replacement of either fuel selector switch, or fuel selector knob.

Further review of the maintenance records revealed the airplane was last inspected in accordance with an annual inspection on December 27, 2011. The logbook entry indicates the airplane total time at that time was 2,856.9 hours. The mechanic who signed off the repairs and approved the airplane for return to service indicated that during the annual inspection, calibration of the fuel quantity system was performed. The airplane had accumulated approximately 22 hours since the inspection at the time of the accident. The maintenance records also reflect an entry on the day of the accident indicating in part that the left engine servo fuel injector was reinstalled after being sent for “bench check and repair.” The entry also indicates that after installation of the servo fuel injector, the mechanic rigged and leak checked it. Additionally, the mechanic also removed and cleaned the fuel injector nozzles, and adjusted the idle speed and idle mixture settings.

The mechanic who signed off the installation of the left servo fuel injector reported that he determined that a full power, high speed taxi should be performed to verify that the left engine would meet all full power parameters. On the day of the accident about 0905, or about 3 hours 37 minutes before the accident, he performed a walk-around inspection then started both engines using the airplane’s checklist. At the time, he reported that the left wing fuel tank had 4 to 5 gallons fuel, the right tank had 2 to 3 gallons fuel, and the center tank had 18 gallons of fuel. He taxied the airplane to the turn-around for runway 18, then performed a preflight run-up. He cycled the propellers at 1,500 rpm, then performed a magneto check at 2,000 rpm noting a drop of 75 rpm when checking each magneto separately. He further reported that all engine parameters were in the “normal operating range.” He taxied into position, held the brakes and applied 30 inches manifold pressure, then released the brakes and smoothly increased power to 42 inches manifold pressure. He noted that the rpm was 2,500 and the fuel flow was 38 gallons-per-hour. He then reduced power and taxied to the ramp where he allowed the engines to cool for 4 minutes, then secured the engines. He then examined the engine nacelles for oil or fuel leaks, but did not report seeing any. Realizing the airplane needed fuel, he restarted the engines, taxied to the fuel pump, where a lineman filled the center fuel tank adding 22 gallons 100 low lead (100LL). He restarted the engines, taxied to his hangar, shut down the engines, and moved each fuel selector switch to the off position. He then towed the airplane inside the hangar.

The mechanic further stated that the accident pilot and another individual arrived at the airport about 1025, and then both departed the airport briefly. They returned to the airport, and he discussed the maintenance that was performed, and began installing a new mount on the pilot’s yoke for a Garmin 696 portable global positioning system (GPS) receiver. The mechanic towed the airplane to the ramp, and returned the tug to the hangar. He then went back to the airplane and met the pilot while he was performing his preflight inspection. The mechanic noted that the aileron trim was neutral, and he checked the fuel sump drains while being watched by the accident pilot. The mechanic left the airport before the accident flight departed and did not witness the accident.

The last entry in the airframe logbook was dated January 16, 2011; the sign off should have been January 16, 2012. The entry indicated that the airplane total time was approximately 2,879 hours.

METEOROLOGICAL INFORMATION

A surface observation weather report taken at Philadelphia Municipal Airport at 1245, or approximately 3 minutes after the accident indicates the wind was from 180 degrees at 14 knots with gusts to 20 knots. The visibility was 10 miles, and scattered clouds existed at 2,400 feet and 6,500 feet, while a ceiling of broken clouds existed at 9,000 feet. The temperature was 19 degrees Celsius, but the dew point reading was missing, and the altimeter setting was 30.24 inches of Mercury.

COMMUNICATIONS

According to the pilot of an airplane waiting to depart after the accident pilot departed, the accident pilot announced his takeoff from runway 18 on the common traffic advisory frequency (CTAF); the accident pilot did not make any distress call on the CTAF after becoming airborne.

AIRPORT INFORMATION

The Philadelphia Municipal Airport is a publically-owned airport which has one asphalt runway designated 18/36. The runway is 5,001 feet in length and 75 feet in width.

FLIGHT RECORDERS

The airplane was not equipped, nor was it required to be equipped, with a cockpit voice recorder (CVR) or flight data recorder (FDR). However, the airplane was equipped with components that are capable of recording and retaining non-volatile memory associated with flight, or fuel load. The components that have non-volatile memory, or are capable of retaining data consist of a Garmin GTN 750, Garmin 696 portable global positioning system (GPS) receiver, and a Shadin fuel flow indicator.

The Garmin GTN 750 records only data consisting of last frequencies, stored flight plans, and user settings, while the Garmin 696 GPS was downloaded but there was no track log recorded for the accident flight; it is a pilot/owner selectable option to enable or disable the recordings. The Shadin fuel flow gauge was downloaded indicated 41.4 gallons fuel remaining, 2.3 gallons of fuel used, and a full fuel load as being 165.5 gallons. Details of component analysis are available in the NTSB public docket for this accident.

WRECKAGE AND IMPACT INFORMATION

The airplane crashed in an open field; the main wreckage was located at 32 degrees 47 minutes 38.2 seconds North latitude and 089 degrees 07 minutes 25.0 seconds West longitude, or approximately 930 feet east of runway 18/36 centerline and at a point abeam runway 18/36, about 523 feet from the departure end of runway 18.

Examination of the accident site revealed craters associated with the leading edge of the left wing, both engines, and the top portion of the fuselage. The ground scar attributed to the left wing was oriented on a magnetic heading of 154 degrees magnetic, while the ground scar attributed to the top portion of the fuselage was oriented on a magnetic heading of 128 degrees. An energy path of dirt and debris was oriented on a magnetic heading of 120 degrees. Windscreen pieces were noted in the ground scar crater attributed to the upper portion of the fuselage, while the ground scar attributed to be from the leading edge of the left wing that extended several inches below the surface was at an angle of 40 degrees from the surrounding surface terrain. The upper portion of the clam shell door was partially embedded in the ground on the right side of the ground scar from the upper fuselage with the word “Aerostar” visible and oriented upright but nearly 180 degrees from the energy path orientation. Two parallel oriented ground scars attributed to the left and right propeller blades were noted. The distance between the two attributed from the left propeller measured 37 inches, while the distance between the two attributed from the right propeller measured 21.5 inches.

The front fuselage and right wing came to rest on a magnetic heading of 160 degrees magnetic. Extensive postaccident fire damage was noted to the cockpit, cabin, both wings, and empennage. The grass south of the main wreckage was also burned. Both engines remained attached to the wings and the propellers remained attached to the engines. All components necessary to sustain flight remained attached or were found in close proximity to the main wreckage. Examination of the flight controls for roll, pitch, and yaw revealed no evidence of preimpact failure or malfunction. The left flap actuator was extended approximately 3.375 inches while the right flap actuator was extended approximately 5.625 inches; both flap actuators were retained for further examination.

Examination of the cockpit revealed the left throttle, left propeller, and both mixture controls were full forward, while the right throttle was about ½ knob width less than full forward, and the right propeller control was about 1 knob width less than full forward. Both magneto switches were in the both position. The elevator trim indicator was off scale nose low, the rudder

NTSB Probable Cause

The pilot’s failure to maintain directional control during takeoff following loss of power to the left engine due to fuel starvation. Contributing to the loss of control was the pilot’s failure to feather the left propeller following the loss of left engine power.