ATL99FA066

The pilot of another airplane, while taxiing for takeoff, observed the accident airplane during the initial climb out. The airplane was observed in a right 45-degree bank, the nose of the airplane was up about 30 degrees and the airplane appeared to have stalled. At approximately the same time, the pilot radioed and reported that he was having a problem and wanted to return; the pilot never stated the problem. The airplane suddenly started losing altitude and just before colliding with the ground, the airplane was last observed in a 20 to 30 degree right bank, and a 50 to 60 degree nose-down attitude. Seconds later, a fireball was observed in the vicinity where the airplane was last seen. The fuselage assembly received heavy fire damage. The center section of the airframe and the cockpit area was fire damaged. The subsequent examination of the engine and airframe assemblies failed to reveal a mechanical problem or component failure.

History of flight

On April 1,1999, at 1548 eastern standard time, a Piper PA-34-200, N15478, collided with the ground during takeoff from runway 27 at the Tallahassee International Airport in Tallahassee, Florida. The personal flight was operated by the pilot under the provisions of Title 14 CFR Part 91 with a visual flight rules (VFR) flight plan filed. Visual weather conditions prevailed at the time of the accident. The airplane was destroyed and there was a post-impact fire. The pilot was fatally injured. The accident occurred during the takeoff from Tallahassee, Florida; the flight was en route to Memphis, Tennessee.

At 1401, a man who identified himself as the pilot of N15478 telephoned Gainesville, Florida Federal Aviation Administration Flight Service Station (AFSS). The pilot closed his flight plan from Memphis, Tennessee to Tallahassee, and requested a weather briefing from Tallahassee to Memphis. The pilot reported that he would be departing Tallahassee within an hour. According to the fixed base operator at Tallahassee, after landing the airplane was serviced with 60 gallons of aviation fuel. The pilot had flown from Fort Lauderdale, Florida, and was enroute to Memphis.

At 1501, the pilot of N15478 telephoned Gainesville AFSS and requested a standard briefing from Tallahassee to Memphis. The briefer recalled that the pilot was given a standard briefing followed by the pilot filed a flight plan. At 1526, the pilot of N15478 radioed Tallahassee Ground Control and requested taxi instructions. The flight was cleared to runway 27, and the pilot was given a radio frequency for departure control and a transponder code. At 1546, Tallahassee Tower cleared N15478 for takeoff.

The flight was cleared for a visual departure from runway 27. However, the pilot of another airplane taxiing for takeoff observed N15478 during the initial climb out. The pilot of the other airplane reported that as N15478 continued the climb, it was observed in a right 45-degree bank, and turning through a 360-degree magnetic heading. At this point, the nose of N15478 was up about 30 degrees and the airplane appeared to have stalled.

At approximately the same time, the pilot of N15478 radioed Tallahassee Tower and reported that he was having a problem and wanted to return; the pilot never stated the problem. The airplane suddenly started losing altitude and appeared to have stalled a second time. The pilot of the other airplane further stated that the "stabilator" assembly appeared to be "full pitch up." Both propellers appeared to be turning throughout the entire sequence of flight gyrations. Just before colliding with the ground, N15478 was last observed in a 20 to 30 degree right bank, and a 50 to 60 degree nose-down attitude. Seconds later, a fireball was observed in the vicinity where N15478 was last seen.

Aircraft information

Information on the airplane is included in this report on page 2 of the factual report under the data field labeled ''Aircraft Information". A review of the fire damaged airplane maintenance logs disclosed that the airplane had been issued a special flight permit (ferry permit) for the flight from St. Vincent, West Indies, to Fort Lauderdale, Florida, only.

Personnel information

Information about the First Pilot is included in this report on page 3 of the factual report under the data field labeled "First Pilot Information".

Meteorological nformation

Visual weather conditions prevailed at the time of the accident. Weather information is contained in this report on page 3 of the factual report under the data field labeled "Weather Information".

Wreckage and impact information

Examination of the accident site disclosed that wreckage debris was scattered over an area 210 feet long and 90 feet wide. The wreckage path was oriented on a 070-degree magnetic heading. The vegetation and the wreckage debris in the immediate vicinity of the fuselage were burned. The center and nose sections of the fuselage sustained heavy fire damage. The accessory sections of both engines were also fire damaged.

Examination of the left wing assembly showed that the wing remained attached to the fuselage and sustained extensive fire damage throughout the entire structure. The nacelle area of the left wing along with the cowl assembly also sustained fire damage. Both fuel tanks were fire damaged. The left wing flight control surfaces were recovered at the accident site. The flight control cables, connecting rods, bell cranks and attach fittings were also located at the accident site.

A four-foot section of the right wing assembly was located about 30 feet from the main wreckage. Both right wing fuel tanks sustained fire damage and they were destroyed. Examination of the right main landing gear hydraulic cylinder assembly was in the extended position.

The fuselage assembly received heavy fire damage. The center section of the airframe and the cockpit area was fire damage. All flight control surfaces and related assemblies were located in the immediate vicinity of the main wreckage. The subsequent examination of the horizontal stabilator and the rudder control failed to disclose a mechanical problem with control cables, pulley assemblies and control surface attach fittings.

The subsequent examination of the engine assemblies failed to reveal a mechanical problem or component failure. No mechanical problems were discovered during the examination of the airframe wreckage.

Medical and pathological information

On April 2, 1999, the postmortem examination on the pilot was conducted by Dr. Stewart at the Office of the State Medical Examiner in Tallahassee, Florida. The toxicological examinations were negative for alcohol and other drugs.

Additional information

On April 2, 1999, at about 2100, the hangar where the airframe wreckage was secured for the accident investigation was forcibly entered. None of the wreckage or associated components were missing after break-in. The Tallahassee Police Department conducted a criminal investigation of the break-in (see attached police report).

The aircraft wreckage was released to Mr. Harry Brooks (insurance adjuster) Atlanta, Georgia.