CHI99LA024

The student pilot departed from Runway 18 (2,925 feet by 20 feet, asphalt/dry) at Roosterville Airport, Liberty, Missouri on a student solo flight. The aircraft was refueled prior to the accident flight. The instructor reported that an aircraft run-up was completed. A witness located at the west end of the runway, stated that the nose of the aircraft was extremely high, 45-50 degrees and moving slowly down the runway with the wings tipping from side to side. He reported that the aircraft's tail scraped the runway, its wheels then hit and the aircraft bounced into the air in a nose high attitude tipping from side to side. He added that the aircraft bounced again and appeared to move towards the right side of the runway. The witness reported that he had lost sight of the aircraft because of trees, but he heard a crash. He reported that when he approached the accident sight, he noted broken trees and a left stabilizer sticking out of the water approximately 40 feet from shore. Inspection of the runway area revealed two scrapings within the asphalt. The flaps were found in the 0 degree position. Elevator flight control and engine continuity were established.

History of flight

On November 6, 1998, at 1430 central standard time, a Piper PA-28-140, N42342, operated by Rebel Aviation Incorporated as a student solo flight, received substantial damage on impact with terrain during takeoff from Runway 18 (2,925 feet by 20 feet, dry asphalt) at Roosterville Airport (MO10), Liberty, Missouri. Visual meteorological conditions prevailed at the time of the accident. The student pilot was fatally injured. The 14 CFR Part 91 flight was not operating on a flight plan. The local flight was originating at the time of the accident.

The aircraft instructor, who had flown with the student prior to the accident flight, reported that, at approximately 1300, they had performed a preflight of the aircraft. After a taxi and run-up, they completed a short field take-off and then departed the pattern to the Southeast. The instructor further stated that they had performed the following maneuvers: 360 degree left and right turn with 30 and 45 degrees of bank, minimum controllable airspeed, power on and power off stalls, simulated engine failure, S-turns and turns about a point and a short field landing on return to MO10. The instructor stated that after the flight, the student asked if the airplane was available for solo flight, and he had asked which maneuvers to practice. The instructor reported that he suggested to the student to practice 360 degree left and right turns with 45 degrees of bank and turns around a point. The instructor stated that he then refueled the aircraft and returned to the airport office. The instructor reported that when he was leaving the airport, the aircraft started and taxied to a position on the east side of the airport where the studentt completed his run-up. He also stated that as he left the airport, he did not hear anything to indicate there were any problems.

A witness located at the west end of the runway, stated that the nose of the aircraft was extremely high, 45-50 degrees and moving slowly down the runway with the wings tipping from side to side. He reported that the aircraft's tail scraped the runway its wheels then hit and the aircraft bounced into the air in a nose high attitude tipping from side to side. He added that the aircraft bounced again and appeared to move towards the right side of the runway. The witness reported that the he had lost sight of the aircraft because of trees, but he heard a crash. He reported that when he approached the accident sight, he noted broken trees and a left stabilizer sticking out of the water approximately 40 feet from shore.

Personnel information

The pilot was 46 years old and the holder a student pilot certificate which was issued as a third class medical certificate on April 8, 1997 without any limitations. The pilot completed a private pilot written exam on June 8, 1998 and obtained a score of 78/100. Based upon pilot logbook entries, he had performed his first solo flight in the accident aircraft on August 9, 1997, which consisted of three takeoff and landings. The pilot had accumulated a total flight time of 57 hours in PA-28-140 aircraft of which 21 hours were logged as solo flight time. The last flight that was logged in the pilot's logbook was a local solo flight which was 0.8 hours in duration on November 30, 1998. There is a corresponding log entry on this date which indicates that short field takeoff and landings, soft field takeoff and stalls were performed with three landings.

Aircraft information

The 1974 Piper PA-28-140, serial number 28-7425313, registered to Rebel Aviation Incorporated, had accumulated an estimated total airframe time of 4,625 hours. A 100-hour inspection was the last inspection performed on the aircraft at an airframe time of hours on November 1, 1998.

The Teledyne Continental 0320-E3D, serial number L-29529-27A, engine had accumulated an estimated total time of 3,560 hours as of its 100-hour inspection which was completed on November 1, 1998 with an estimated engine total time since overhaul of 1,309 hours.

Medical and pathological information

An autopsy was conducted by Jackson County, Missouri on November 7, 1999, at 0930.

Federal Aviation Administration toxicology tested positive for 34 ug/ml of Salicylate. Salicylate is a salt or ester of salicylic acid. Aspirin is a derivative of salicylic acid.

Wreckage and impact information

The aircraft was located in a pond and 10 yards from its northern shore located 100 yards southwest of the departure end of Runway 18. Inspection of the runway area revealed two scrapings within the asphalt located approximately 630 feet and 400 feet from the runway's departure end. A barb wire fence extending laterally across and approximately 40 feet from the runway's departure end was damaged. There was a series of lateral slash marks in the ground approximately 110 feet from the runway's departure end and 350 feet from the pond. Broken trees along the northern bank and 15 yards from the main wreckage were noted.

The left wing, right wing and right horizontal stabilator were separated from the airframe and recovered with their respective control surfaces intact. Flight control continuity of the elevator was established.. The flap control was found in the 0 degree detent position.

The propeller was rotated and a thumb compression was obtained from all cylinders. The left and right magnetos were spun, and a spark from each lead was obtained.

Additional information

The Piper PA-28-141 Pilot's Operating Handbook states, "...Premature or excessive raising of the nose will result in a delayed takeoff". It also states that the flaps are to be lowered to 25 degrees for a short field takeoff with and without an obstacle.