# NTSB MIA01FA126: Piper PA-32-300, N4103R, Fort Lauderdale, FL, April 19, 2001 - Type: NTSB accident investigation - Classification: Accident · Fatal · Field investigation · Final report - Date: April 19, 2001, 16:33 local (20:33 UTC) - Place: Fort Lauderdale, FL - Coordinates: 26.081943, -80.132499 - Nearby events: https://openairdocs.org/map.md?lat=26.0819&lon=-80.1325&mi=10 - Phase of flight: [Standing](https://openairdocs.org/ntsb-phases/150) (OpenAirDocs' grouping) - Highest injury: Fatal - Injuries: 4 fatal, 1 serious - Status: Completed, report October 23, 2002 - Report: Approved by Office Director - Parties: Textron Lycoming, The New Piper Aircraft, Shaw Aero Devices - NTSB case key (mKey): 52099 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=MIA01FA126 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/52099/pdf - Page: https://openairdocs.org/ntsb/MIA01FA126 ## Probable cause The pilot's exceeding the forward center of gravity (CG) ) limits at the time of engine start, the inability of the pilot to control the airplane due to the exceeded CG limits, the failure of the pilot to abort the takeoff with sufficient runway remaining, and the inadvertent stall by the pilot while maneuvering shortly after takeoff. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Miscellaneous/other, standing - engine(s) operating - aircraft weight and balance - exceeded, pilot in command (cause) - Loss of control - in flight, maneuvering - aborted takeoff - not performed, pilot in command (cause) - aircraft handling - not possible, pilot in command (cause) - stall - inadvertent, pilot in command (cause) - In flight collision with object, descent - uncontrolled - object - tree(s) ## Analysis Before departure, the airplane was fueled and the pilot was observed loading cargo into the airplane; the airplane held a total of 77 gallons of fuel at the time of engine start. The airplane rotated about the "Delta" intersection and approximately 1 minute 36 seconds after the controller cleared the flight to takeoff, the tower controller asked the pilot is she was experiencing any difficulty, to which she replied, "slightly uh i may have to circle." The tower controller and an FAA employee both noted that the airplane was porpoising at a point approximately 6,000 feet down the 9,000 foot runway; the airplane was at between 80 and 100 feet agl. The flight crew of a U.S. Airways flight next in line for takeoff reported that the airplane never climbed higher than approximately 300 feet agl, and began drifting to the left. The flight continued and when near the end of the runway, a witness later reported that the engine sounded like it was operating at full throttle and the airplane was porpoising. A witness near the accident site reported that the engine was surging and the airplane pitched nose-up, then banked to the left in about a 45-degree angle of bank. The airplane then pitched nose down followed by impact with trees then the ground. Witnesses near the accident site reported hearing discrepancies related to the engine immediately before the airplane pitched nose down. Examination of the engine, and flight controls revealed no evidence of preimpact failure or malfunction. The forward baggage compartment was found to contain cargo that weighed a total of approximately 244 pounds; the limitation is 100 pounds. The remaining cargo scattered throughout the airplane and/or located outside the airplane weighed a total of approximately 211 pounds. The NTSB has not talked with the pilot nor received the NTSB report form sent to the attorney representing the pilot and airplane owner. As a result, since the exact placement of cargo could not be determined, all cargo except that located in the forward baggage compartment was placed in the aft baggage compartment for calculation purposes. An individual did note cargo in the aft portion of the cabin before the flight departed. At the time of takeoff, the airplane was approximately 8 pounds under gross weight and was greater than 4 inches forward of the forward center of gravity limit. The center of gravity moved further forward when some of the cargo that was found in the cockpit and cabin was placed in the cabin, instead of all being placed in the aft baggage compartment for calculation purposes. Personnel from the airplane manufacturer would not comment on the flight characteristics of an airplane being operated outside the center of gravity envelope. Analysis of voice transmissions was negative for determination of engine/propeller rpm and any of the times of communication from the pilot. Testing of fuel from the facility that fueled the airplane indicated the fuel met specification. The pilot had agreements with at least one individual and one company that paid her a yearly fee to transport mail to and from the Bahamas. Additionally, the FAA reported the pilot was carrying property for compensation or hire contrary to 14 CFR Part 119.5(g). The pilot advised an individual in the Bahamas that he did not have to speak to FAA if the FAA made an inquiry. ## Factual narrative HISTORY OF FLIGHT On April 19, 2001, about 1633 eastern daylight time, a Piper PA-32-300, N4103R, registered to Skobin Import and Export, Inc., crashed in a wooded area near warehouses shortly after takeoff from the Fort Lauderdale/Hollywood International Airport, Fort Lauderdale, Florida. Visual meteorological conditions prevailed at the time and a visual flight rules (VFR) flight plan was filed for the international passenger/cargo flight. The airplane was destroyed by impact and a postcrash fire, and the private-rated pilot, sustained serious injuries. Four passengers were fatally injured. The flight originated about 4 minutes earlier. The airplane was fueled before departure; during fueling a witness noted postal crates and miscellaneous packages next to the airplane. The person who fueled the airplane reported seeing the pilot load the last of the cargo into the airplane. Sometime after fueling, the passengers were taken to the airplane; a person who escorted them reported seeing cargo in the left rear portion of the cabin. A copy of the statement from the person who observed the cargo location in the airplane and from the person who noted the postal crates are an attachment to this report. According to a transcription of communications with the Fort Lauderdale Air Traffic Control Tower, the pilot contacted flight data/clearance delivery at 1615:07, then ground control at 1625:14, and was cleared to taxi to runway 9L, which was acknowledged. At 1627:05, the pilot contacted local control (tower), and advised that the flight was holding short in sequence for runway 9L. The controller advised the pilot that a twin engine general aviation airplane would be departing first, then she would be departing. At 1628:42, the controller advised the accident pilot to taxi into position and hold, which was acknowledged. At 1629:15, the controller advised the pilot to maintain visual separation with the previously departed airplane, gave the wind as 070 degrees at 14 knots, and cleared the flight for takeoff. At 1629:25, the pilot acknowledged the takeoff clearance and advised the controller that the flight was "...rolling." Review of a certified copy of the voice tape revealed the flightcrew of a U.S. Airways flight was advised by the tower controller to position and hold immediately after the accident pilot advised the tower controller that the flight was rolling. The transcription of communications further indicates that at 1630:51, the controller stated, "cherokee zero three romeo tower are you experiencing any difficulty", to which the pilot replied at 1631:03, "...slightly uh i may have to circle." There were no further recorded transmissions from the accident pilot. The controller then advised the U.S. Airways flightcrew, "...i'm not going to get you out that cherokees having a little bit of difficulty", to which one of the flightcrew members responded, "yeah we noticed...." A flightcrew member of the U.S. Airways flight reported that the takeoff roll seemed to be unusually long and was longer than expected for an airplane of that type. The flightcrew members did not notice the point of rotation but both reported the airplane was climbing "slowly" and never climb higher than 300 feet above ground level (agl). Both flightcrew members also reported that during the climbout, the airplane was observed to drift to the left, and one reported the airplane was noted to then begin a nose level descent before losing sight of the airplane. Both reported there was no smoke trailing the airplane during the takeoff roll or during the climbout. One of the flightcrew members reported seeing the wings rocking during the climbout. Copies of NTSB Record of Conversation forms are an attachment to this report. The tower controller in contact with the accident pilot reported to the Federal Aviation Administration inspector-in-charge (FAA-IIC) that the accident flight's takeoff roll began from the beginning of runway 9L. The airplane became airborne at approximately the "Delta" intersection, and the aircraft was porpoising and the wings rocking at the "Quebec" intersection. The controller reported that the airplane never climbed higher than 100 feet, and he contacted the pilot after he saw the aircraft was having "difficulty." The controller reported that at that point, there was runway remaining. A copy of the FAA Record of conversation with the controller and a copy of the controller's "Personnel Statement" are attachments to this report. A Federal Aviation Administration (FAA) employee who was located in a building on the airport reported he first noticed the airplane when it was 6,000 feet down the 9,000-foot runway, and estimated that the airplane was 80-100 feet agl. He stated, "The aircraft was flying with unusual characteristics. It was much slower [than] what I would have considered normal. It also was maintaining a high angle of attack and was slowly pitching up and down. The aircraft was not gaining altitude rapidly." He further stated the flight continued eastbound and when it cleared the east end of the runway, the airplane was at an estimated 230 feet. He noted that the airplane was in a left bank and lost sight of the airplane. A copy of his statement and diagram are an attachment to this report. Several witnesses who were located near the departure end of the runway reported the airplane was only between 100-200 feet agl when it passed their position. One witness reported that the engine sound was steady but didn't sound "fast." Another witnesses who was at gate 101 (located east and north of the runway), reported the airplane appeared to be having trouble gaining altitude and was fishtailing left to right. He also reported the airplane seemed to "porpoise" up and down, and the engine sounded like it was at full throttle. He did not perceive of an engine malfunction. Several witnesses near the accident site reported hearing an engine indication described as, "stall out", or "sputtering noise" immediately before the airplane was observed to pitch nose down. One witness who was inside a building located about 100 yards south of the crash site and who has 35 years experience as an automobile mechanic reported he never saw the airplane but heard an airplane flying low; the engine sounded as if it were operating at full throttle. He reported he did not hear the engine missing or sputtering. Another witness also located approximately 100 yards from the accident site observed the airplane pitch nose-up, and the airplane banked to the left in an approximate 45-degree angle of bank. The airplane then pitched nose down and left wing low. He reported hearing the engine revving up and down (surging) immediately before the crash. Personnel from the warehouses rescued the pilot and attempted to rescue the passengers, but were unable. A postcrash fire was extinguished by local fire departments. The witness statements are an attachment to this report. PERSONNEL INFORMATION The pilot is the holder of a private pilot certificate with airplane single and multi-engine land ratings. According to FAA Integrated Safety Information System (ISIS) database records, she was issued a warning notice for cited Federal Aviation Regulation violations pertaining to operation of a U.S. registered airplane on May 4, 2000, in Nassau, Bahamas. The records indicate that an FAA inspector performed a ramp inspection of the airplane and noted it was full of unsecured cargo, and the pilot was unable to produce an aircraft flight manual. The records indicate the pilot had no previous accidents or incidents. Excerpts from her airman's file and the ISIS database records are attachments to this report. She was issued a third class medical certificate with no limitations on November 4, 1999. On the application for that certificate she indicated a total flight time of 1,008.1 hours and listed her occupation as manager with Van ## Aircraft - Registration: [N4103R](https://openairdocs.org/deregistered/N4103R-2004-03-02), registration cancelled 2004-03-02, S/N 32-40421, built 1968 (OpenAirDocs) - Reported make and model: Piper PA-32-300 - Registry model: [Piper PA-32-300](https://openairdocs.org/model/piper-pa-32-300) (registry code 7103212) (OpenAirDocs) - Registry engine: [Lycoming TI0-540 series](https://openairdocs.org/engine/lycoming-ti0-540-series) (registry code 41533, turbo-prop) (OpenAirDocs) - Category: Airplane - Serial number: 32-40421 - Airframe hours: 8500 - Engines: Lycoming IO-540-K1A5 300 horsepower reciprocating - Damage: Destroyed - Fire: On-Ground - Flight: Business, Part 91 - Registered owner: Skobin Import & Export, Inc. - Airworthiness certificate: Standard, Normal - Last inspection: Annual, November 14, 2000 - Departed: KFLL, Fort Lauderdale, FL - Destination: MYGF, Freeport - Flight plan: VFR - Airport: KFLL, Fort Lauderdale International, runway 9L, 9,000 × 150 ft, asphalt ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 37; injuries: serious; private; airplane ratings: single-engine land, multi-engine land; medical: class 3, valid medical--no waivers/lim.; seat: left; toxicology performed; flight hours: 1,008 total ## Weather - Conditions: Visual (VMC), Day - Wind: 80° at 13 knots, gusting 19 - Visibility: 10 statute miles - Lowest ceiling: 6,000 ft broken - Temperature: 75 °F, dew point 54 °F - Altimeter: 30.22 inHg - Observed at: KFLL, 1 nm away ## FAA reports on this event (1) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Accident 20010419038679A](https://openairdocs.org/incident/20010419038679A), Apr 19, 2001: Piper PA32300, Ft Lauderdale, FL, No damage, 4 fatal. (-23) On April 19, 2001 about 1633 eastern daylight time, a Piper PA-32-300, N4103R, registered to skobin import and export inc. crashed in a wooded area near… From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.