LAX01FA199

The student pilot lost control of the single engine airplane during the takeoff initial climb with a tailwind and collided with trees while descending in the crosswind turn. The student departed with an 8-knot tailwind. The UNICOM frequency was reported to be in operation; however, no one reported hearing the accident airplane request departure information or make a position report. According to a pilot witness, the airplane was unable to gain altitude after leaving ground effect and the nose pitched up and to the left, and began to "oscillate back and forth as if it was having difficulty in trying to climb." The witness added the airplane made a shallow left-hand turn and the nose began to pitch up, then the airplane "stalled and the aircraft went nose down." The student pilot was a paraplegic and had obtained approximately 74 total hours of flight time, of which approximately 25 hours were accumulated in the same make and model as the accident airplane. The student had accumulated approximately 6 hours of solo flight time prior to the accident flight. The aircraft utilized a rudder hand control, which allowed the pilot to operate the rudder pedals manually. The student had performed a demonstrated ability flight utilizing the hand control 5 days before the accident. A post accident examination of the wreckage revealed the propeller had sliced through 4-inch thick tree branches. The right magneto would not operate following the accident and it was noted that the breaker points would not open, oil and dirt were found in the magneto housing, and the magneto's drive was excessively loose. At the time of the last annual inspection, the engine's magneto timing was checked. A service bulletin issued for the affected magneto required an inspection of the magnetos every 500 hours. At the time of the accident, the magneto had accumulated a total time in service of 1,256.36 hours, and there was no entry indication the service bulletin had been complied with. No other anomalies were noted with the airplane and engine. The density altitude was computed to be 8,400 feet.

History of flight

On June 4, 2001, at 0855 Pacific daylight time, a Piper PA-28-180 single engine airplane, N5413S, collided with a tree while turning crosswind after takeoff at Big Bear City, California. The airplane was destroyed and the student pilot, who was the sole occupant, received fatal injuries. The airplane was registered to and operated by Aero Haven, Inc., Big Bear City, and the instructional solo flight was conducted under 14 CFR Part 91 when the accident occurred. The flight was originating from the Big Bear City Airport at the time of the accident. Visual meteorological conditions prevailed at the time of the accident and no flight plan had been filed for the local flight.

A flight instructor was standing near midfield as the airplane departed. The winds were from 080 degrees at 8 knots. Before the accident airplane departed, another airplane took off on runway 08, flying directly over the accident airplane. The UNICOM was reported to be in operation; however, no one reported hearing the accident airplane request departure information or make a position report.

The airplane took off from runway 26, initiating the departure from the approach end. At midfield, the pilot rotated and the airplane began what was described as a normal climb out. After gaining about 250 agl, the attitude of the airplane leveled and began to sink, losing about 50 to 75 feet of altitude.

The pilot then began a 45-degree banked turn to the left. After about 90 degrees of turn, the airplane began approaching some 200-foot-tall pine trees that were growing along the left side of the departure path. As the airplane neared the trees, the bank angle steepened and the nose of the airplane suddenly dropped as the right wing contacted several branches near the top of one of the trees. The right wing separated from the airplane and both it and the airplane impacted the ground within a few feet of the base of the tree.

According to anther pilot-rated witness, he was at the airport and observed the accident airplane taxi for takeoff on runway 26. The witness thought it was "odd because the winds were out of the east and the Piper was preparing to takeoff to the west, which would be a downwind takeoff." The witness added that a Cessna 150 had departed from runway 08 and overflew the Piper just before it departed.

The witness stated the Piper took off, but was "unable to gain altitude." He observed the aircraft pitch nose up and to the left, and began to "oscillate back and forth as if it was having difficulty in trying to climb." The witness added the airplane made a shallow left-hand turn and the nose began to pitch up. He then reported the airplane "stalled, the aircraft went nose down."

Personnel information

The student pilot was a paraplegic and was issued a third-class medical certificate on April 19, 2001, with a limitation to wear corrective lenses. He had obtained approximately 74 total hours of flight time, of which approximately 25 hours were in the same make and model as the accident airplane. The student had accumulated approximately 6 hours of solo flight time prior to the accident flight.

The student was issued a Statement of Demonstrated Ability on May 30, 2001, which required a special flight test.

The student had completed a demonstrated ability flight with a Federal Aviation Administration (FAA) inspector on June 1, 2001. The flight lasted 0.3 hours. According to the demonstrated ability flight requirements, the pilot must demonstrate "the ability to reach and operate effectively all controls which would normally require the use of that extremity (or those extremities)." As the pilot demonstrates his flying ability, the inspector is to "note any unusual body position the applicant may use to compensate for the defect and what effect that position has on the applicant's field of vision." The pilot is also supposed to demonstrate the "ability to satisfactorily perform emergency procedures relative to flight, such as recovery from stalls..."

Aircraft information

The airplane was equipped with a 180-horsepower Textron Lycoming O-360-A1A engine. The aircraft utilized a "Blackwood" rudder hand control, which allowed the pilot to operate the rudder pedals manually. The rudder hand control was installed via a supplemental type certificate (STC SA1741WE). The control utilized a handle, that, when installed, would be moved forward (downward force) by the pilot to apply left rudder and aft (upward force) to apply right rudder. The hand control was positioned just aft of the throttle/mixture positions. During takeoff, the pilot applies full throttle and tightens the friction lock. The pilot then repositions his right hand to the rudder hand control to maintain directional control of the airplane during the takeoff sequence.

Review of the aircraft's maintenance records revealed the engine was overhauled on June 6, 1999, at a tachometer time of 6,078.3 hours. Since its overhaul, the engine had accumulated a total of 1,374.06 hours. On July 30, 1999, the right magneto was installed new at an engine tachometer time of 6,196.0 hours. The engine was removed, disassembled, inspected, reassembled, and reinstalled as a result of a propeller strike dated September 29, 1999, at a tachometer time of 6,363.6, at which time the engine had accrued 285.1 hours of operation since the June 1999 field overhaul.

The engine maintenance record included a FAA Airworthiness Approval Tag for a repaired cylinder assembly dated April 9, 2001. The cylinder was placed in the number 3 cylinder position on April 11, 2001, at an aircraft tachometer time of 7,350.41 hours.

The airplane/engine underwent its last annual inspection on May 9, 2001, at a tachometer time of 7,396.74 hours. At the time of the annual inspection, the engine's magneto timing was checked.

Maintenance worksheets from Calaway Aviation, (a local maintenance facility utilized to maintain N5413S) were reviewed. On May 25, 2001, mechanics removed and cleaned the bottom spark plugs, replaced the induction pipe gaskets, and replaced the valve cover gaskets. On May 29, 2001, the engine cowling was removed and the bottom spark plugs were cleaned and reinstalled at a tachometer time of 7,434.55 hours, and a compression check of the number 4 cylinder was checked. The result of the compression check was not reported on the worksheet. On May 31, 2001, a compression check was conducted with the following results: No. 1 70/80, No. 2 78/80, No. 3 79/80, No. 4 79/80, and the bottom spark plugs were cleaned and reinstalled. On June 1, 2001, the No. 2 and No. 4 spark plugs were cleaned after lead fowling. None of the aforementioned work was depicted or endorsed in the engine's maintenance records.

Meteorological information

At 0900, the weather observation facility at the Big Bear City Airport reported the wind from 080 degrees at 8 knots; visibility 10 statute miles; sky clear; temperature 17 degrees Celsius; dew point -08 degrees Celsius; and altimeter setting of 29.99 inches of Mercury. The observation also reported a density altitude of 8,400 feet msl.

Aerodrome information

The Big Bear City Airport (L35) elevation is 6,748 feet msl, and is positioned a latitude and longitude of 34 degrees 15.82 minutes north and 116 degrees 51.27 minutes west. The airport utilizes one runway, 08-26. The total length of the runway is 5,850 feet, and runway 26 has a 600-foot displaced threshold. The remarks section of the airport facility directory indicates that mountains are present in all quadrants. A noise abatement procedure exists at the airport that indicates after "takeoff, make 10-degree left turn at end of runway to avoid...elementary school to the west of airport."

Wreckage and impact information

The airplane came to rest at a latitude and longitude position of 34 degrees 15.581 minutes north, and 116 degrees 52.423 minu