# NTSB NYC00FA247: Piper PA-32-300, N2102X, Apple Creek, OH, September 2, 2000 - Type: NTSB accident investigation - Classification: Accident · Fatal · Field investigation · Final report - Date: September 2, 2000, 05:55 local (09:55 UTC) - Place: Apple Creek, OH - Coordinates: 40.750957, -81.840629 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=40.7510&lon=-81.8406&mi=10 - Phase of flight: [Initial climb](https://openairdocs.org/ntsb-phases/350) (OpenAirDocs' grouping) - Highest injury: Fatal - Injuries: 4 fatal, 1 serious - Status: Completed, report November 14, 2001 - Report: Approved by Office Director - NTSB case key (mKey): 50156 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=NYC00FA247 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/50156/pdf - Page: https://openairdocs.org/ntsb/NYC00FA247 ## Probable cause The pilot's premature liftoff and failure to attain a proper climb rate. Factors related to the accident were the over-gross weight conditions, and the low cloud ceilings. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - In flight collision with object, takeoff - initial climb - object - wire,transmission - aircraft weight and balance - exceeded, pilot in command (contributing factor) - weather condition - low ceiling (contributing factor) - proper climb rate - not attained, pilot in command (cause) - light condition - night - lift-off - premature, pilot in command (cause) - In flight collision with object, descent - uncontrolled - object - tree(s) ## Analysis The airplane had arrived at the departure airport the previous day. The pilot requested that the airplane be fueled, and received 45.2 gallons of fuel. The day of the accident, the pilot, four passengers, and about 100 pounds of cargo were loaded into the airplane. The airplane was then taxied to the runway and departed to the north. As the airplane proceeded down the runway, about 800 feet from the departure end, the airplane ascended into the air and settled back down on the runway. The airplane continued down the runway, bounced a second time and became airborne again. Once the airplane was in the air, a stall-warning light and stall-warning buzzer activated. Seconds later the stall warnings went out. The pilot-passenger in the right seat then stated out loud, "oh no," and the airplane struck power lines. The pilot passenger then stated "looks like we are going to hit the house," and the airplane hit a 20-foot high flagpole at the 8-foot level. The airplane continued into a wooded area before coming to rest and consumed by a post crash fire. The weather reported from a nearby airport, at 0553, were winds from 340 degrees at 3 knots, 1/4 statute mile visibility with fog, broken cloud layer at 100 feet, overcast clouds at 600 feet. The estimated weight of the airplane at the time of the accident was calculated to be approximately 3,685 pounds. The published maximum gross weight for the airplane was 3,400 pounds. Review of the airplane's performance data revealed that the normal takeoff roll, at 3,400 pounds, was about 1,300 feet. The rate of climb, at 3,400 pounds, was about 930 feet per minute. ## Factual narrative HISTORY OF FLIGHT On September 2, 2000, about 0555 eastern daylight time, a Piper PA-32-300, N2102X, was destroyed when it impacted terrain in Apple Creek, Ohio, shortly after takeoff from Stoltzfus Airport (OH22), Kidron, Ohio. The certificated airline transport pilot, the certificated private pilot-passenger, and two additional passengers were fatally injured. A fourth passenger received serious injuries. Instrument meteorological conditions prevailed at the time of the accident and an instrument flight rules flight plan was filed for the personal flight conducted under 14 CFR Part 91. The flight was destined for the Burke Lakefront Airport (BKL), Cleveland, Ohio. According to Stoltzfus Airport records, the airplane arrived at OH22 the previous day. The pilot requested that the airplane be fueled, and received 45.2 gallons of 100 low-lead aviation gasoline. An airport employee stated that he heard the airplane takeoff from runway 36, a 3,450-foot long asphalt runway, but did not see it. He further said that the airplane sounded normal and did not hear any apparent problems. A passenger, who was seated in the aft right seat of the airplane, stated that he arrived at OH22 early the morning of the accident. Some light fog was present and it was still dark. The passenger observed the pilot performing some routine checks on the airplane. The pilot then "keyed" the runway lights and the lights were illuminated all the way down to the end of the runway. When the pilot completed his checks, the passenger asked him if he should bring a large or small cooler, which the pilot replied, bring the large one. The passenger estimated that cargo load in the airplane consisted of one 50-pound cooler, two 5-pound duffle bags, and one bag containing a set of fold up chairs. After the cargo was loaded, all of the occupants entered the airplane and the pilot briefed everyone on how to open the doors. The pilot then completed what appeared to be standard checks, and the engine was started. The airplane was taxied out of the ramp area, and continued to the runway run up area, where the pilot parked the airplane and "revved" the motor up. The airplane was then taxied onto the runway. The pilot prepared all of his charts to BKL, set the radios, and departed to the north. As the airplane proceeded down the runway, about where "Preferred Airparts parks cars at large gatherings," the airplane went into the air and settled back down on the runway. The airplane continued down the runway, bounced a second time and became airborne again. Once the airplane was in the air, a stall-warning light and stall-warning buzzer activated. Seconds later the stall warnings stopped. The pilot-passenger in the right seat then stated out loud, "oh no," and the airplane clipped some power lines. The pilot passenger then stated "looks like we are going to hit the house," and the airplane hit a second object, but continued to fly. The passenger did not recall any other events until he realized that flames were around him and he attempted to egress from the airplane. The passenger additionally stated that, during the startup, taxi, run up, and takeoff, there were no abnormal engine noises at all The accident occurred during the hours of daylight, at 40 degrees, 46.29 minutes north, 81 degrees, 46.95 minutes west. PERSONNEL INFORMATION The pilot held an airline transport pilot certificate for multi-engine land airplanes, and a commercial pilot certificate for single-engine land airplanes. According to an application for insurance, dated August 14, 2000, the pilot had accumulated about 2,093 hours of total flight experience, with about 2,044 hours in single-engine airplanes, and 51 hours of instrument experience in the last 6 months. His total flight experience in make and model was about 872 hours. The pilot's most recent application for a Federal Aviation Administration second-class medical certificate was issued on September 10, 1999. METEOROLOGICAL INFORMATION The weather reported at a nearby airport, at 0553, was winds from 340 degrees at 3 knots, 1/4 statute mile visibility with fog, broken cloud layer at 100 feet, overcast clouds at 600 feet. The temperature and dew point were both 66 degrees Fahrenheit. WRECKAGE AND IMPACT INFORMATION The wreckage site was in a wooded area, about 3/4 statute mile, and 338 degrees magnetic from Stoltzfus Airport. The accident site was disturbed prior to the arrival of Safety Board personnel for emergency rescue procedures. In addition, the area had been doused with water to contain the post crash fire from ruptured fuel tanks and lines. About 1/2 statute mile north of the airport, downed utility lines and a broken utility pole were located on the ground. Utility lines, which remained attached to adjacent poles, were about 35 feet above the ground. About 120 feet beyond the wires, damage was observed to a 20-foot high flagpole at the 8-foot level. The damage consisted of rubber tire marks and red paint transfer similar to the paint that was observed on the airplanes wheel pants. Damage at the 50-foot level of a 13-inch diameter oak tree was then observed forward another 140 feet from the flagpole. At the base of the tree was a four-foot section of the outer left wing. Four other trees, which were sheared off about 40 feet above the ground, were observed along the impact swath. The upper portion of the vertical stabilizer and the rear portion of the fuselage came to rest at the bases of these trees. The main fuselage was located about 165 feet from the first tree impact and came to rest next to an abandoned trailer. It was oriented on about a 090-degree magnetic bearing, and was inverted. The engine and nose gear assembly was located about 45 feet beyond the main wreckage, imbedded between two trees. The propeller remained attached to the engine. Both propeller blades exhibited s-bending and chord-wise scarring to their leading edges. The main fuselage was consumed by a post-crash fire and destroyed. No flight or engine instruments were recovered. All crew and passenger seats were destroyed and separated from their attachment points. The flap selector handle was found in the "retracted" position. All major control surfaces of the airplane were accounted for at the accident scene. The left wing separated from the main fuselage and was inverted. The post-crash fire consumed the inboard section of the wing. The forward, main, and aft wing attachments were destroyed and separated from their respective attach points. The aileron was attached to the outboard hinge. The bellcrank was found at its respective attach point. Flight control continuity was established from the bellcrank to the inboard wing root, where the aileron cables were found separated and frayed. The aileron cables were examined and no evidence of corrosion was noted at the separation point. The outboard section of the wing was located near the first tree impact area. The forward, main, and aft wing attachments were destroyed and separated from their respective attach points. The right wing was also separated from the main fuselage and inverted. The post-crash fire consumed the inboard section of the wing. The aileron remained attached to the wing. The bellcrank was found at its respective attach point. Continuity was established from the bellcrank to the inboard wing root, where the aileron cables were found separated and frayed. The aileron cables were examined and no evidence of corrosion was noted at the separation point. The empennage was separated from the main fuselage aft of the rear passenger seats. Continuity was established from the rudder and stabilator to the fuselage separation point. The cables exhibited frayed ends consistent with tension overload. The rudder and stabilator control stops were examined, and revealed normal wear. The engine was recovered from the accide ## Aircraft - Registration: [N2102X](https://openairdocs.org/deregistered/N2102X-2001-03-08), registration cancelled 2001-03-08, S/N 32-7940083 (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) - Category: Airplane - Serial number: 32-7940083 - Engines: Lycoming IO-540-K165 300 horsepower reciprocating - Damage: Destroyed - Fire: On-Ground - Flight: Personal, Part 91 - Registered owner: Mb Aeronautics - Airworthiness certificate: Standard, Normal - Last inspection: Annual, August 7, 2000 - Departed: OH22 - Destination: BKL, CLEVELAND, OH - Flight plan: IFR - Airport: OH22, Stoltzfus Airfield, runway 36, 3,450 × 200 ft, asphalt ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 56; airline transport, flight instructor, commercial; airplane ratings: single-engine land, multi-engine land; instrument ratings: airplane; medical: class 2, valid medical--w/ waivers/lim; seat: left; toxicology performed; flight hours: 2,093 total, 872 in this make and model, 2,050 as pilot in command ## Weather - Conditions: Instrument (IMC), Night/dark - Wind: 340° at 3 knots - Visibility: 0.25 statute miles - Lowest ceiling: 100 ft broken - Temperature: 151 °F, dew point 151 °F - Altimeter: 30.00 inHg - Observed at: BJJ, 8 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 20000902015629A](https://openairdocs.org/incident/20000902015629A), Sep 2, 2000: Piper PA32300, Kidron, OH, No damage, 5 fatal. (-23) No narrative 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.