ERA14LA285

The pilot was returning to his home airport after a local flight that lasted about 2 hours. On his first attempted landing, the pilot conducted a go-around. The pilot said that he was "high and fast" on the second attempt, even though the runway was equipped with a 2-light precision approach path indicator which would have given the pilot guidance to touch down with the first one-third of the runway. The airplane touched down about 3,000 feet down the 3,998-foot runway. The pilot then applied full power to abort the landing. After lifting off, the airplane pitched up, and, according to the pilot, the engine failed. About 200 feet above ground level, the airplane banked left and settled back toward the ground; it then impacted the ground and slid to a stop about 850 feet off the end of the runway. Immediately after the accident, the pilot exited the wreckage and was observed leaving the airport. A postaccident examination and test run of the engine revealed no evidence of any anomalies that would have precluded normal engine operation. According to a witness, on the morning of the accident, she observed the pilot consume 12 to 16 alcoholic beverages between 0745 and 1230 when the pilot left to meet his passenger for the flight. After the accident, the Vermont State Police made contact with the pilot at his residence, where he refused a breathalyzer test. Given the airplane's performance during and after the pitch up, and the absence of any indications of an engine anomaly, the airplane likely entered an aerodynamic stall; the pilot's failure to adequately maintain airspeed and pitch control after the aborted landing, which resulted in the stall, was likely related to his consumption of alcohol.

According to a witness, on the morning of the accident she observed the pilot consume 12 to 16 alcoholic beverages between 0745 and 1230, then the pilot left to meet his passenger for the flight. According to an FAA inspector, after the accident the Vermont State Police made contact with the pilot at his residence where he refused a breathalyzer test. According to the FAA, the airplane was issued a standard airworthiness certificate on May 1, 1972. The airplane was purchased by the pilot on February 22, 2006. The airplane's registration had expired on May 31, 2014, approximately 7 days prior to the accident. Despite requests by the FAA and NTSB, no maintenance records were provided by the pilot/owner. A review of FAA airworthiness records indicated as of April 1, 1992 the airplane had accrued 3,183 total hours of operation. According to the airport facility directory, EFK was a publically owned, non-towered airport with an elevation of about 930 feet above mean sea level. Runway 36 was asphalt and was 3,998 feet long and 100 feet wide. The gradient for the runway was .3 percent. A 2-light precision approach path indicator existed on the left side of the runway which indicated a 4-degree glidepath to touchdown. Obstacles existed at the departure end of the runway in the form of 70 foot tall trees, which were located 959 feet from the end of the runway and 475 feet left of centerline. They required an 11:1 slope to clear. On June 7, 2014, at approximately 1700 eastern daylight time, a Piper PA-28-140, N5169T, was substantially damaged during a balked landing at Newport State Airport (EFK), Newport, Vermont. The private pilot and pilot rated passenger were not injured. Visual meteorological conditions prevailed and no flight plan was filed for the local personal flight, conducted under the provisions of Title 14 Code of Federal Regulations Part 91. According to the pilot, he first attempted a landing which resulted in him having to execute a go-around. During his second attempted landing he stated that on final approach he was "too high and fast." During the landing flare, the airplane floated in ground effect, and touched down approximately 3,000 feet down the runway. The pilot then applied full power to abort the landing. The pilot stated at approximately 900 feet agl the engine lost all power. According to the passenger he was not at the controls of the aircraft during the final landing. Mr. Booth stated that the he did not remember the engine failing during the accident sequence. He also said that Mr. Quirion told Mr. Booth before the flight that he would assume the pilot in command responsibilities since he was the one who owned the airplane. Mr. Booth also confirmed that Mr. Quirion had left the scene of the accident immediately after the crash. Mr. Booth could not confirm that Mr. Quirion had consumed any alcohol prior to the flight. Immediately after the accident the pilot exited the wreckage was observed leaving the airport. According to awitness, the airplane pitched up abruptly, and climbed to an altitude of approximately 200 feet above ground level (agl). The airplane then banked left and settled back towards the ground. The airplane subsequently impacted terrain north of the departure end of runway 36. The witness also stated that the engine was running up to the point of impact. At 2055 the ecorded weather at EFK included, wind 300 degrees at 7 knots, visibility 10 statute miles, scattered clouds at 7,500 feet, temperature 24 C, dewpoint 10 C, and altimeter setting of 29.95 inches of mercury. According to Federal Aviation Administration (FAA) and pilot records the pilot held a private pilot certificate with a rating for airplane single-engine land. At the time of the accident he did not possess an FAA medical certificate. The pilot reported that he had accrued 604 hours of total flight experience, of which 525 were in the accident airplane make and model. According to FAA records the pilot rated passenger held a private pilot certificate with a rating for airplane single-engine land. He received a third class medical October 1, 2012. The airplane came to rest upright in a field approximately 850 feet off the end of runway 36. Examination of the accident site revealed multiple propeller strike marks in the ground leading up to the main wreckage. During examination of the wreckage, no evidence of any preimpact failures or malfunctions of the airplane were discovered. Examination of the wreckage revealed that the nose landing gear and right main landing gear had collapsed and the left main landing gear had separated from the airplane. The airplane's fuselage structure was substantially damaged. The propeller of the aircraft exhibited evidence of rotation. The propeller tips were twisted and exhibited chordwise scratching. Examination of the engine revealed there was no evidence of any preimpact failures or malfunctions that would have precluded normal engine operation. A cold engine compression check was conducted and no anomalies were found. The damaged propeller was replaced and an engine start and run-up was conducted using the same fuel that was onboard the airplane at the time of the accident. The engine was first run at 1500 RPM for approximately 3 minutes and was then shut down. A second startup was conducted and the engine power was subsequently increased to 2300 RPM. At that time the power was reduced to 2100 RPM and a magneto check was conducted and no anomalies were noted.