20010119004449A

(-19) On January 19, 2001, about 1540 EST, a Piper PA-46-350P, N747RC, was substantially damaged during an aborted take-off from Ross County Airport (rzt), Chillicothe, Ohio. The certificated private pilot, certificated air transport pilot and one passenger were not injured. An instrument flight rules (IFR) flight plan was filed and instrument meteorological conditions (IMC) prevailed for the personal flight conducted under 14 CFR part 91. The second pilot and passenger were business associated of the private pilot. The passenger was the pilot's business partner and the second pilot was employed within the company. The second pilot was also the pilot's former flight instructor and flew with the pilot when the weather conditions were forecasted to be "hard IFR". The pilot stated he was not comfortable flying IFR, and asked the second pilot to fly along with him for safety purposes. In a telephone conversation with the private pilot, he reported tha the was co-owner of the airplane and used it to travel between job sites. On the morning of the accident, he flew into rzt between 0900 and 1000 to attend business meetings in the local area and to have the airplane maintained. The pilot later returned to the airport between 1300 and 1400 at which time a heavy snow fall began. The pilot reported the snow fall as coming down at a good pace. Shortly after the pilot arrived at the airport, the airplanewas towed out of a heated hangar onto the ramp and fueled. After the airplane was fueled, the pilot, second pilot, and passenger got onboard. The pilot started the engine and taxied to the end of the runway 23. The pilot parked the airplane and performed an engine runup. After the runup both pilots used their cell phones to call flight service. The second pilot reached the elkins (west Virginia) automated flight service station (afss). He received a weather briefing filed an IFR flight plan and requested an IFR clearance. Since elkins was not the primary afss for the Chillicothe, Ohio area, the briefer placed the second pilot on hold to service his request. During this time the call was disconnected and the second pilot had to call back and start with a new briefer. The pilot stated this process took 45 minutes. Dur to the long hold time, the second pilot called the indianapolis center directly and recived their IFR clearance and void time. Once the IFR clearance was obtained the pilot performed another engine run-up. He also noted during this time, that about 3 to 4 inches of slush was on the runway and about 1/2 to 3/4 inches of slush was scattered along the surface of both wings. The pilot and second pilot discussed if they should retunr to the ramp and wipe off the wings. Both pilots agreed that the slush would "blow off" during the take off roll and was not an issue. The pilot stated that 3 minutes had elapsed since they received the IFR clearance. During the take off roll, the pilot stated that it took a long time to get to 80 knots (vr) which was not typical. He estimated that he used about 4,500 feet of the 5,400 foot long runway to obtain 80 knots..when he pulled back on the control column, the airplane did not lift normally and he stated to the second pilot that "it did not feel right". He asked the second pilot to feel the controls and confirm that it did not feel right. The second pilot confirmed that it did not feel right. At this point, the pilot stated that he was rapidly running out of runway and was about 3 to 4 feet off the ground. He turned the a/c to the right to avoid trees off the end of the runway. At the same time. He retarded the throttle, the airplane touched down, slid turned and came to rest upright facing the runway. He secured the airplane and all three men exited the airplane. The pilot estimated that 1 hour had elapsed from the time the airplane was pulled from the hangar to the time of the accident. A FAA inspector performed an on-site examination on January 19, 2001. According to the inspector, the airplane landed to the right of the runway. The airplane slid over a snow covered grassy area, then across a taxiway, before it came to a rest. Examination of the airplane revealed that the main landing gear were attached to the airframe, but were bent to the right. The nose gear was intact, and there was no damage to the engine or propeller. Both wing tips were bent but the elft aileron, flap and wing exhibited impact damage. The fuselage was wrinkled along the area behind both wings. The inspector also reported that both wings were covered with snow. Underneath the snow, he found localized areas of ice along the top surfaces of both wings near the trailing edge. The pilot reported 670 total flight hours, of which 133 hours were in make and model. He also reported a total of 200 hours of actual instrument time. In October 2000, he attended the malibu initial pilot training course at simcom in Florida. According to the malibu mirage information manual, the pre-flight checklist stated that the left wing, right wing, and empennage should be clear of ice, snow, and frost prior to take-off. (-23) on January 19, 2001, about 1540 EST, a Piper PA-46-350, N747RC, was substantially damaged during an aborted take-off in a snow storm from Ross County Airport (rzt), Chillicothe, Ohio. The certificated private pilot and two passengers were not injured. An instrument flight rules (IFR) flight plan was filed and instrument meteorological conditions (IMC) prevailed for the personal flight conducted under 14 CFR part 91.