ATL00FA075

Witness's reported that the airplane took off from runway 05, which has an up slope of 1.2 degrees. The airplane was observed at approximately 10 feet above ground level, in a nose high attitude traveling parallel to the ground and not climbing. The airplane narrowly cleared a 6-foot fence off the departure end of runway 05. Shortly thereafter, the airplane impacted a utility pole, the roof of a bus stop, which was followed by a brick wall. At the time of the accident runway 23, which has a 1.2-degree down slope and has a clear-cut area on the departure end, was available for use. The basic empty weight for this airplane is 3,097 pounds; the useful load is 1,201.7 pounds. The actual load at the time of the accident was in excess of the useful load. There is no record of the pilot completing a weight and balance computation prior to take-off. The toxicology examinations were negative for carbon monoxide, cyanide, drugs and alcohol. The toxicology examination revealed that 1175(mg/dl) glucose was detected in the urine. Examination of the airplane and subsystems failed to disclose any mechanical or component failures.

History of flight

On August 4, 2000, at 0745 eastern daylight time, a Piper PA-46-350P Malibu Mirage, N198PM, was destroyed when it collided with a utility pole, bus stop and brick wall and burst into flames during initial climb following takeoff from Daniel Field Airport in Augusta, Georgia. The instrument-rated commercial pilot and two passengers were fatally injured. Visual meteorological conditions prevailed, and an instrument flight plan was filed for the business flight being conducted under Title 14 CFR Part 91. The flight was originating from Augusta, Georgia, at the time of the accident. The planned destination was Atlantic City, New Jersey.

According to several employees at the Daniel Field Airport, the pilot was intending to fly the two passengers and their dog to Portland, Maine, with a fuel stop in Atlantic City. The male passenger had reportedly made arrangements the prior evening for the flight with himself as the sole passenger; however, he arrived on the morning of the accident with a second passenger and a large dog. According to the Fixed Base Operator, the airplane was topped off with 14.7 gallons of 100 low-lead aviation fuel before the pilot attempted the departure.

The airplane was observed by several witnesses located at the departure end of runway 05 and on the airport. One witness observed the airplane approximately 10 feet above ground level (AGL) in a nose high attitude traveling parallel to the ground and not climbing. He observed the right wing dip 45 degrees, then level off. Seconds later, the left wing dipped 45 degrees, then the airplane leveled off again. Several other witnesses observed the airplane narrowly clear the 6-foot fence off the departure end of runway 05. One ear-witness at the airport reported that the engine appeared to operate normally. He further stated that during the takeoff and climb the engine was not "spitting and sputtering".

As the climbout continued, the airplane collided with a utility pole, the roof of a bus stop, and a brick wall approximately 150 feet beyond the utility pole. Witnesses also reported that the airplane burst into flames after it collided with utility pole and the ground.

Personnel information

The pilot held a commercial pilot certificate with airplane single and multi-engine land, and instrument ratings. A review of the pilot's flight information showed that he had accumulated a total of approximately 6000 flight hours in all aircraft and he had flown approximately 80 hours in the Piper PA-46-350P. The pilot completed ground and flight refresher training for the Malibu Mirage PA-46-350P at Eclipse International Inc, on February 2, 2000. The pilot held a current second-class medical certificate, dated November 8, 1999, valid when wearing corrective lens for near and distant vision.

Aircraft information

The Piper PA-46-350P, N198PM, was owned by Medical Enterprises, Inc., of Wilmington, Delaware. The airplane was operated by Stephen Patterson of Evans, Georgia. N198PM was a low-wing airplane powered by a Lycoming TIO-540-AE2A engine. A review of the airplane maintenance logbooks showed that Augusta Aviation performed an annual inspection on the airplane on July 26, 2000 at 354.7 hours on the airframe. The engine oil and filter were serviced on 07/26/2000, at 451 hours.

Meteorological information

Augusta/Bush Field, 0753 weather observation, reported winds from 210 at 3 knots, visibility 10 statute miles, temperature 72 degrees Fahrenheit, and a dew point of 72 degrees Fahrenheit. The ceiling was broken at 4400 feet above ground level. The altimeter was 30.10 inches of mercury.

Augusta/Bush Field is six nautical miles southeast of the accident site.

Airport information

Daniel Field Airport is an uncontrolled airport one mile west of the city and has two runways: 11-29, 05-23. At the time of the accident runway 05 was in use and has an upslope of 1.2 degrees. Runway 05-23 has a length of 3,900 feet. According to the fixed base operator (FBO), runway 23 has a 1.2 degree down slope and has a clear-cut area on the departure end. Runway 23 was available for use. Daniel Field Airport is approximately 1/4 mile southwest of the accident site, with a field elevation of 423 feet.

Wreckage and impact information

Examination of the accident site disclosed that wreckage debris from the airplane was in the immediate vicinity of impact. The wreckage path was oriented on a 050-degree magnetic heading. The aircraft impacted a metal pole, wood pole and metal bus stop structure located street side of a parking lot directly across the street from the airport. One propeller blade was found near that location and a cut in the grass was also present. The distance from the airport boundary fence to the initial point of impact was about 150 feet.

There was circular crushing damage to the leading edge of the left wing that corresponded with the location of the utility wood pole along the wreckage path. The right wing sustained impact damage that corresponded with the damaged bus stop structure on the right side of the flight path. The wood pole and the bus stop structure were dislodged from their respective foundations and dragged along the flight path for several feet. Fuel spray from the fuel system immediately caught fire, and other debris, including the plastic glass-like windows of the bus stop, along the wreckage path was also fire damaged.

Examination of the accident site showed fresh damage to the roadside curb adjacent to the bus stop. The wreckage path continued for about 30 feet where additional fresh damage was noted on the pavement behind the bus stop. Wreckage debris from the right wing assembly and the bus stop structure rested several feet northeast of the initial installation of the bus stop. The airplane continued for about another 100 feet where it came to rest against a brick wall. The airplane sustained a considerable amount of post-crash fire and was destroyed.

The examination of the propeller failed to disclose any discrepancies that could have precluded normal operation. All damage was consistent with impact damage. During the functional test of the propeller governor, the maximum RPM setting of the governor was lower than specified, but it is uncertain whether this was the actual setting prior to the collision sequence of events. There was no heat damage to the propeller governor assembly however, the control arm braces attached to the propeller governor sustained damage. Examination of the composite propeller bladed showed leading edge damage, the propeller blades were torn from the propeller hub assembly. Propeller blade pitch information was not determined.

The examination of turbocharger S/N CDN00956 disclosed damage indicative of turbocharger operation at impact. No pre-existing conditions were found that would have interfered with normal operation.

The examination of turbocharger S/N CEN00998 disclosed neither dynamic or static impact damage to the compressor or turbine components. In their absence, these types of damages could not be used to establish whether the turbocharger was operating at the time of impact or not. No abnormal conditions, such as oil leaks, heavy combustion or fuel deposits, which would be indicative of turbocharger non-operation at impact, were found. No pre-existing conditions were found that would have interfered with normal operation.

The engine sustained impact and post-crash fire damage. The accessories were mostly destroyed. The engine was found free to rotate. Valve and gear train continuity was established. The engine was disassembled and visually examined. The engine was found free of material defects and internal components appeared to exhibit normal conditions. No pre-impact mechanical failure to any rotating or reciprocating component of the engine was observed.

The flight control system was also examined and failed to reveal