CHI04FA205

The airplane was destroyed during a post-impact fire after it overran the end of the runway on departure. A witness to the accident reported that he heard the accident airplane on the runway "with the engine wide open." He reported that when he first saw the aircraft it was airborne and initially thought it was landing. He noted that it touched back down on the runway. He stated the "engine [was] making a lot of power" when he heard the tires begin to skid. He reported: "I saw the airplane swerve on the runway and heard the skid of tires. I then observed what appeared to be a Piper Cherokee Six turn to the right and skid off the right end of runway 11 and sink into the trees and ditch by highway 65." He estimated the aircraft's speed as 55 miles per hour at this time. A second witness stated that he saw the airplane "losing control." He reported that smoke was coming from the tires, with a "screeching sound also, like the brakes were locked up." He noted that a couple seconds later the braking stopped and "immediately there was a skidding noise like metal on the pavement. The plane then started to lean or tilt towards my direction. There was a little bounce [and] skip [and] the plane went over the end into the trees." The aircraft came to rest in a ravine, approximately 215 feet from the end of the runway. The accident site was approximately 47 feet below the runway elevation. Tire skid marks were visible beginning 929 feet from the end of the runway. The initial mark was located near the runway centerline. The marks proceeded toward the right side of the runway, eventually departing the pavement about 331 feet from the embankment at the end of the runway. After the point where the marks departed the right edge of the runway pavement, a pair of ruts was observed in the grass to the taxiway apron adjacent to the runway. Skid marks crossed the apron and continued as ruts in the gravel area between the end of the taxiway pavement and the embankment. A post-accident examination of the airframe and engine did not reveal any anomalies associated with a pre-impact failure.

History of flight

On August 2, 2004, at 0950 central daylight time, a Piper PA-32-300, N4230R, was destroyed during a post-impact explosion and fire after it overran the runway and impacted trees and terrain. The flight was attempting to depart runway 11 (3,739 feet by 100 feet, asphalt) at the M. Graham Clarke Airport (PLK), Point Lookout, Missouri. The personal flight was being conducted under 14 CFR Part 91 and was not on a flight plan. Visual meteorological conditions prevailed at the time of the accident. The pilot, pilot-rated passenger and three passengers sustained fatal injuries. The flight was originating from PLK, with an intended destination of Cleburne Municipal Airport (CPT), Cleburne, Texas.

A witness to the accident reported that he arrived at the airport approximately 0945 and was loading his airplane when he heard the accident airplane on runway 11 "with the engine wide open." He stated that when he first saw the aircraft it was airborne and initially thought it was landing. He noted that it touched back down on the runway.

This witness recalled that the "engine [was] making a lot of power" when he heard the tires begin to skid. He reported: "I saw the airplane swerve on the runway and heard the skid of tires. I then observed what appeared to be a Piper Cherokee Six turn to the right and skid off the right end of runway 11 and sink into the trees and ditch by highway 65." He estimated the aircraft's speed as about 50 miles per hour at this time. He reportedly went to the end of the runway and observed the crash site.

A second witness stated that he saw the airplane "losing control." He reported that smoke was coming from the tires, with a "screeching sound also, like the brakes were locked up." He noted that a couple seconds later the braking stopped and "immediately there was a skidding noise like metal on the pavement. The plane then started to lean or tilt towards my direction. There was a little bounce [and] skip [and] the plane went over the end into the trees."

The aircraft came to rest in a ravine, approximately 215 feet from the end of the runway. The elevation of the accident site was approximately 47 feet below the runway elevation.

Personnel information

According to Federal Aviation Administration (FAA) records, the accident pilot held a private pilot certificate with a single-engine land airplane rating, issued on August 4, 1999. FAA records indicated that he was issued a third class airman medical certificate on May 20, 2003. The medical certificate listed the limitation: "Holder shall wear corrective glasses."

The pilot's logbook was not located. On his application for his most recent airman medical certificate he reported a total flight time of 220 hours. He reported that 24 hours were obtained within the 6 months preceding the application.

The pilot rated passenger was issued a private pilot certificate with a single-engine land rating on August 19, 1999, according to FAA records. He reported a total flight time of 59 hours on his airman certificate application.

FAA records indicated that a second-class airman medical and student pilot certificate was issued to the pilot rated passenger on March 31, 1999. No subsequent medical certificate application was on file with the FAA.

Aircraft information

The accident airplane was a 1969 Piper PA-32-300 Cherokee Six (serial number 32-40595). It was certified as a six-place, normal category airplane under FAA Type Certificate A3SO. It was a low-wing, single-engine design, which incorporated a fixed, tricycle landing gear configuration.

A Lycoming IO-540K1A5 fuel-injected, normally aspirated engine (serial number L-6550-48) powered the airplane. The engine was rated to develop 300 horsepower.

Entry and exiting the airplane was possible through a cabin door located over the wing on the right side of the fuselage, adjacent to the forward seat. A cargo/passenger door was located on the left side of the fuselage, aft of the left wing.

According to FAA records, the pilot and pilot-rated passenger were co-owners of the accident airplane. They purchased the aircraft on September 1, 1999.

Maintenance logbooks for the airplane were not located. A receipt for an annual inspection dated June 4, 2004 was obtained. It indicated a recording tachometer time of 874.7 hours at the time of the inspection.

Information on file with the FAA indicated that as of January 31, 2002, the aircraft had accumulated 2,661.15 hours of flight time. The recording tachometer reportedly indicated 739.15 at that time.

A recording tachometer was not recovered at the accident site.

Meteorological information

Weather information was not available at PLK. Automated Surface Observing Systems (ASOS) were installed at Boone County Airport (HRO), Harrison, Arkansas, located 22 miles south of PLK, and at Springfield - Branson Regional Airport (SGF), Springfield, Missouri, located 38 miles north of PLK.

The HRO ASOS, at 0953, recorded: Variable winds at 3 knots; 9 miles visibility; clear skies; temperature 26 degrees Celsius; dew point 21 degrees Celsius; and altimeter 30.05 inches of mercury.

The SGF ASOS, at 0952, recorded: Wind from 140 degrees at 5 knots; 10 miles visibility; clear skies; temperature 26 degrees Celsius; dew point 21 degrees Celsius; altimeter 30.04 inches of mercury.

The density altitude at PLK, based on the temperature and altimeter setting at HRO, was calculated to be 2,327 feet. The PLK field elevation was 938 feet.

Airport information

The airport was located along the top of a hill and consisted of a single paved runway. Runway 11-29 was 3,739 feet long by 100 feet wide. The FAA Airport Facility Directory reported the elevation of the departure end of runway 11 at PLK as 938 feet.

An embankment approximately 40 feet in height and descending at about a 45-degree angle began at the end of the runway pavement. No overrun or safety area was available between the end of the runway and the embankment. This was noted in the Airport Facility Directory entry for the airport.

Wreckage description

The aircraft came to rest in a ravine, approximately 215 feet from the departure end of runway 11, immediately west of U.S. Route 65. The aircraft was located at 36 degrees 37.368 minutes north latitude, 93 degrees 13.373 minutes west longitude as determined by a handheld global positioning system (GPS) receiver. The elevation of the accident site was 891 feet mean sea level (msl) according to the GPS receiver.

Tire skid marks were visible beginning 929 feet from the departure end of runway 11. The initial mark was located near the runway centerline and appeared to correspond to the left main landing gear. The marks proceeded toward the right side of the runway, eventually departing the pavement about 331 feet from the embankment at the end of the runway.

After the point where the marks departed the right edge of the runway pavement, a pair of ruts was observed in the grass to the taxiway apron adjacent to the runway. Skid marks crossed the apron and continued as ruts in the gravel area between the end of the taxiway pavement and the embankment. The course from the point the aircraft overran the embankment to the accident site was 125 degrees magnetic.

The aircraft was oriented on a magnetic heading of 160 degrees. The entire structure sustained fire damage. The cabin area burned completely. The fire destroyed the fuselage sidewalls and roof. The center, pass-through section of the wing spar was intact. Localized areas of the surrounding terrain and trees were burned.

The left wing was separated outboard of a point about mid-span. The fuel tank cap was present and secure. The wing spar remained intact. The outboard section of the left wing was located approximately ten feet behind the wing, adjacent to the empennage. The leading edge was crushed aft. The outboard