DFW05FA241

The 641-hour private pilot and passenger were departing on a 155-nautical mile night cross-country flight. Shortly after the airplane took off, the tower controller heard a weak transmission that she could not completely understand, but did hear the words "engine" and "power." The controller asked the pilot to "say again", but there was no response. She again asked, "say again" and the pilot transmitted, " I'm going down." There were no further communications from the pilot. While approximately 400 feet above ground level, the airplane's engine stopped producing power. While in a left turn, the left wingtip impacted the ground and the airplane cartwheeled. The debris field encompassed an area approximately 125 feet long and approximately 50 feet wide. Witness reports of the airplane's flight path along with the wreckage distribution path were consistent with the pilot's attempt to return to the airport. A post-impact fire consumed the fuselage and caused extensive thermal damage to the engine and wings. An examination of the wreckage revealed the landing gear and wing spoilers were in the retracted position. The position of the flaps could not be determined. No mechanical deficiencies were noted with the airframe that could have prevented normal operations. Examination of the engine revealed no preimpact anomalies. The reason for loss of engine power could not be determined.

History of flight

On September 17, 2005, about 2124 central daylight time, a Piper PA-46-310P single-engine airplane, N69146, was destroyed when it collided with terrain following a loss of engine power shortly after takeoff from Ellington Field Airport (EFD), near Houston, Texas. The private pilot and his passenger sustained fatal injuries. The airplane was registered to a private corporation and operated by the pilot. Night visual meteorological conditions prevailed and no flight plan was filed for the 14 Code of Federal Regulations Part 91 personal flight. The 155-nautical mile cross-country flight was originating at the time of the accident and was destined for the Rusty Allen Airport (5R3), near Lago Vista, Texas.

A witness, located near the south end of runway 17R, first observed the airplane while it was on its takeoff roll. The witness reported that as the airplane flew past him, left to right, at an altitude of about 200 feet, he detected no notable problems. The airplane continued to climb and shortly after, while at an altitude of approximately 300 to 400 feet, the engine started "sputtering." The engine "sputtered" for about two seconds and then there were no more audible engine sounds. Due to the prevailing darkness, the witness could only observe the airplane's navigation lights as the airplane entered a left turn followed by a sharp descent to the ground. On impact, the airplane erupted in flames.

A second witness was directly south of the airport when he first observed the airplane flying in a southerly direction. The witness stated the airplane appeared to be climbing "normally" and the engine sounded "even." Shortly after the airplane crossed over Highway 3, "the engine cut-out completely." The airplane continued straight for five to ten seconds and then began a left turn. While turning, the airplane maintained a consistent altitude for several seconds before it started to descend towards the ground in an "increasingly sharp arc." The airplane impacted the ground in an approximate 75-degree nose down attitude and burst into flames about 190 to 200 yards from where the witness was standing.

On the day of the accident, the pilot and the passenger landed at Ellington Field about 1700 and visited with family before departing for Lago Vista. A review of the fueling records established that the airplane was fueled at 1717, with the addition of 65 gallons of 100 low lead (LL) aviation fuel.

Personnel information

The pilot held a private pilot certificate with ratings for airplane single-engine land and instrument airplane. His last Federal Aviation Administration (FAA) third-class medical was issued on September 06, 2002, with the limitation of "MUST WEAR CORRECTIVE LENSES."

An examination of the pilot's logbook indicated an estimated total flight time of 641 hours; of which 330 hours were in this make and model of airplane. He logged 71 hours in the last 90 days and 15 in the last 30 days. His last noted flight review was completed October 23, 2003.

Aircraft information

The 1985-model Piper PA-46-310P, serial number 46-8508076, was a low wing, semi-monocoque airplane, with a retractable landing gear, and was configured for six occupants. The airplane was powered by a direct drive, horizontally opposed, fuel injected, turbo-charged, six-cylinder engine. The engine, installed under STC #SA00380AT, was a Teledyne Continental TSIO-550-C, serial number 802590, rated at 300 horsepower at 2,850 rpm, and was driving a two-bladed constant speed Hartzell propeller.

According to the airframe logbook, the airplane's most recent annual inspection was completed on June 9, 2005, at an airframe total time of 3,835.9 hours. At the time of the accident, the airframe had accumulated approximately 3,916.1 hours and 80.2 hours since the last inspection.

The engine logbook revealed that the engine had been inspected in accordance with an annual inspection on June 9, 2005. At the time of the accident the engine had accumulated approximately 996 hours since major overhaul and about 179 hours since a propeller strike inspection.

Meteorological information

At 2150, the weather observation facility at Ellington Field reported, wind from 170 degrees at 4 knots, visibility 10 statute miles, few clouds at 25,000 feet, temperature 80 degrees Fahrenheit, dew point 79 degrees Fahrenheit, and a barometric pressure of 29.98 inches of Mercury.

Communications

An air traffic controller reported that the pilot was cleared to takeoff of Runway 17R and instructed to fly south for three miles before turning west in order to stay clear of William P Hobby Airport's airspace. Shortly after the airplane took off, the controller heard a weak transmission that she could not completely understand, but did hear the words "engine" and "power." The controller asked the pilot to "say again", but there was no response. She again asked, "N69146 say again" and the pilot transmitted, " I'm going down." There were no further communications from the pilot.

Aerodrome information

Ellington Field was a controlled airport operating under class D airspace. The field elevation was 32 feet mean sea level (msl). Runway 17R was a 9,001-foot-long by 150- foot-wide concrete runway.

Wreckage and impact information

On site documentation of the wreckage was conducted by investigators from the National Transportation Safety Board, Federal Aviation Administration, The New Piper Aircraft Company, and Teledyne Continental Motors.

The wreckage was located in a flat grassy field approximately 250 feet south of the airport's perimeter fence. The Global Positioning System (GPS) coordinates recorded at the accident site were 29 degrees 35.195 minutes North latitude and 095 degrees 09.654 minutes West longitude, at a field elevation of approximately 25 feet mean sea level (msl). The debris field encompassed an area approximately 125 feet long and approximately 50 feet wide, on a magnetic heading of 352 degrees. All major components of the airplane were accounted for at the accident site.

The initial point of impact was a ground scar containing red glass consistent with the left wing navigation light lens.

The propeller assembly separated from the engine crankshaft and was found buried 23 feet from the initial impact point, at a depth of approximately two feet and six inches in the ground. The propeller was recovered from the ground with the assistance of a backhoe. One blade was loose in the hub and found near the low pitch angle. The blade was bent towards the non-cambered side at an approximate angle of 30 degrees. There were no leading edge gouges or chordwise scratches. The other blade was found near the low pitch angle and was bent about 45 degrees aft towards the non-cambered side. The leading edge did not exhibit gouges or chordwise scratches. The spinner was mapped aft over the propeller hub and did not exhibit rotational crushing.

The engine, nose landing gear, and fuselage section, from the instrument panel area forward, were located approximately nine feet beyond the propeller.

The main wreckage consisting of, the cabin section, remaining fuselage, right wing, outboard section of the left wing, and empennage, was located about 45 feet beyond the engine. The fuselage and cabin area came to rest upright on a heading of 205 degrees. A post-impact fire consumed the cabin area and fuselage aft to the vertical stabilizer.

The fuel tank selector system consisted of a valve assembly located in the right wing root area and a selector lever mounted on the instrument panel. The valve and selector lever were interconnected via a cable. The fuel valve positions, which could be selected, were, "OFF, LEFT, or RIGHT." The fuel tank selector lever was found between the "OFF" and "LEFT" tank positions. The fuel selector valve was found in the "OFF" position.

The vertical and horizontal stabi