# NTSB NYC05FA105: Piper PA-28-235, N235G, Fairview, PA, June 25, 2005 - Type: NTSB accident investigation - Classification: Accident · Fatal · Field investigation · Final report - Date: June 25, 2005, 12:35 local (16:35 UTC) - Place: Fairview, PA - Coordinates: 40.215278, -76.861663 - Nearby events: https://openairdocs.org/map.md?lat=40.2153&lon=-76.8617&mi=10 - Phase of flight: [Initial climb](https://openairdocs.org/ntsb-phases/350) (OpenAirDocs' grouping) - Highest injury: Fatal - Injuries: 3 fatal, 1 serious - Status: Completed, report February 28, 2006 - Report: Approved by Office Director - Parties: FAA FSDO-13, Lycoming Engines, New Piper Aircraft - NTSB case key (mKey): 61798 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=NYC05FA105 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/61798/pdf - Page: https://openairdocs.org/ntsb/NYC05FA105 ## Probable cause A partial loss of engine power for undetermined reasons, which resulted in a forced landing after takeoff and subsequent collision with a residence. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Loss of engine power, takeoff - initial climb - reason for occurrence undetermined (cause) - Forced landing, descent - emergency - In flight collision with object, descent - emergency - object - residence ## Analysis The airplane lost engine power and impacted a house shortly after takeoff and was destroyed. The pilot stated that he added fuel to the wingtip fuel tanks, and oil to the engine. He performed a preflight inspection of the airplane, which included sampling fuel from the wingtip fuel tanks. No anomalies were noted during taxi or engine run-up; and the airplane departed on a 5,001-foot-long, 150-foot-wide, asphalt runway. During the takeoff roll, the airplane used more runway than usual, and did not seem to have full engine power at rotation. Additionally, several witnesses at the airport and accident site recalled hearing interruptions in engine noise as the airplane descended into a mobile home community. Examination of the airframe and engine did not reveal any pre-impact mechanical malfunctions; however, the carburetor, mechanical fuel pump, electric fuel pump, magnetos, and propeller governor could not be tested due to post-impact fire damage. The fuel selector was found set to the left wingtip tank, which was fueled prior to takeoff. Testing of the fueling truck did not reveal any evidence of water or contamination. Review of aircraft performance charts revealed that the airplane should have cleared a 50-foot-obstacle, and been climbing about 600 feet per minute, after an approximate 2,000-foot takeoff roll. ## Factual narrative HISTORY OF FLIGHT On June 25, 2005, about 1235 eastern daylight time, a Piper PA-28-235, N235G, was destroyed when it impacted a residence in Fairview Township, Pennsylvania, shortly after takeoff from Capital City Airport (CXY), Harrisburg, Pennsylvania. The certificated commercial pilot was seriously injured, and three passengers were fatally injured. Visual meteorological conditions prevailed for the planned flight to Igor I Sikorsky Memorial Airport (BDR), Bridgeport, Connecticut. An instrument flight rules flight plan was filed for the personal flight conducted under 14 CFR Part 91. The pilot stated that he obtained a weather briefing and filed a flight plan via DUAT (data user access terminal). A friend drove the pilot and family to the airport, and helped with the loading of baggage. The pilot obtained an instrument clearance, boarded the passengers, and started the engine. The pilot then taxied the airplane to runway 26, a 5,001-foot-long, 150-foot-wide, asphalt runway. Prior to departure, the pilot performed a run-up, and no anomalies were noted. he set the flaps to the 10-degree flap extension position, and initiated a takeoff on runway 26. The pilot recalled the following: "...the airplane did not seem to have the full power it had on the three previous takeoffs but [I] made the decision [that] it was too late to abort. I pushed the nose over and noted 100 mph on the airspeed indicator. The next thing I remembered was the sound of impact and what seemed to be immediate flame." The friend observed the pilot file a flight plan via computer, and purchase fuel and oil. The pilot then performed a preflight inspection of the airplane, which included sampling the fuel from the wingtip tanks. Review of fueling records revealed that the pilot added 20.4 gallons of 100LL aviation gasoline to the wingtip tanks, and 1 quart of oil to the engine. One witness reported that the airplane used the majority of the runway, and didn't appear to gain altitude. Another witness was driving his car near the airport. He stated that the accident airplane seemed low, with the wings rocking. The pilot appeared to be struggling with the controls. A third witness, who resided in the mobile home community where the accident occurred, stated that the accident airplane's engine sounded like it was "missing" for a period of approximately 10 seconds. The airplane was descending in an upright attitude, before it impacted a residence. A post crash fire ensued, which ignited the propane tanks of the residence. A fourth witness, who also resided at the mobile home community, stated that the engine was "sputtering" as the airplane descended. The witness helped move the pilot away from the post crash fire. The pilot repeated that he "couldn't get air, couldn't get altitude." A fifth witness was an employee at a fixed based operator at CXY. The witness observed the accident airplane during takeoff, and heard "engine popping noise." An emergency medical technician responded to the accident site and spoke with the pilot. The pilot was conscious, alert, and able to provide his name, age, and family information. The pilot stated that he was having difficulty with the airplane toward the end of the runway, and there was not a lot of runway remaining. He last recalled the "airplane shaking and sputtering" as it approached trees. PERSONNEL INFORMATION The pilot held a commercial pilot certificate, with ratings for airplane single engine land and instrument airplane. He also held a flight instructor certificate, with ratings for airplane single engine land and instrument airplane. The pilot had a total flight experience of 1,636 hours; of which, 188 hours were in the same make and model as the accident airplane. In addition, the pilot flew 144 hours during the 90 days preceding the accident. The pilot's most recent Federal Aviation Administration (FAA) second class medical certificate was issued on November 1, 2004. AIRCRAFT INFORMATION The airplane was equipped with a Lycoming O-540 reciprocating engine. The airplane's most recent annual inspection was completed on November 18, 2004. At that time, the airplane had accumulated 2,418.69 total hours of operation. In addition, the engine oil and oil filter were changed on April 6, 2005. At that time, the airplane had accumulated 2,461.47 total hours of operation. The airplane flew about 20 hours from the time of the last oil change, until the accident. METEOROLOGICAL INFORMATION The reported weather at CXY, at 1256, was: wind from 020 degrees at 6 knots; visibility 7 miles; sky clear; temperature 90 degrees F, dew point 63 degrees F; altimeter 30.09 inches Hg. WRECKAGE AND IMPACT INFORMATION The wreckage was examined at the accident site on June 25 and 26, 2005, and all major components of the airplane were accounted for at the scene. The main wreckage was resting upright, and oriented about a heading of 270 degrees. The cockpit, cabin, and right wing were destroyed by fire. The empennage and left wing remained attached, but also sustained fire damage. The left wing exhibited leading edge impact damage. The horizontal stabilator was resting approximately neutral, and the vertical stabilizer was bent left. Flight control continuity was established from the rudder, the horizontal stabilator, and the horizontal stabilator trim to the mid-cabin area. A jackscrew measurement of the stabilator trim corresponded to an approximate neutral setting. The left aileron remained attached, and was approximately neutral. Flight control continuity was confirmed from the left aileron to the mid-cabin area. The left flap was partially separated, and deflected downward. The right aileron bellcrank was separated from the right wing. The control cables remained attached to the right aileron bellcrank, and extended to the mid-cabin area. The flap handle was found in the 10-degree flap extension position. The flap control sprocket was bent, and the bicycle chain had separated on the underside of the sprocket. The flap control sprocket position corresponded to a flaps retracted setting. The fuel selector valve was positioned to the left auxiliary (wingtip) tank. A majority of one propeller blade had melted, and approximately 8 inches of the blade remained attached to the hub. The other propeller blade was intact, bent aft, and exhibited chordwise scratches and leading edge gouging. The engine exhibited fire damage, and the carburetor, mechanical fuel pump, and electrical fuel pump were destroyed. The magnetos and propeller governor also sustained fire damage, and could not be tested. The oil filter and top spark plugs were removed from the engine. The spark plug electrodes were intact and light gray in color. An initial attempt to rotate the crankshaft by hand was unsuccessful. The accessory housing was removed from the rear of the engine, and the crankshaft rotated with some resistance. Crankshaft and camshaft continuity were confirmed. Valve train continuity was confirmed from the camshaft to the pushrods. TESTS AND RESEARCH Fuel Testing According to a Federal Aviation Administration (FAA) inspector, the fueling truck used to fuel the accident airplane, was tested early morning on June 25,2005. No water or contamination was noted in the fuel samples. Engine Examination On September 6, 2005, the engine was disassembled and inspected at the manufacturer's facility, under the supervision of a Safety Board investigator. The valve covers, propeller, magnetos, and propeller governor were previously removed at the accident site. Carbon build-up was observed on the top of all six pistons, and no anomalies were observed on the cylinders. The connecting rods, pushrods, pistons, piston pins, piston rings, and connecting rod bearings were all intact with no discrepancies noted; except for heat damage on the number ## Aircraft - Registration: [N235G](https://openairdocs.org/deregistered/N235G-2018-01-16), registration cancelled 2018-01-16, S/N 28-7410010 (OpenAirDocs) - Reported make and model: Piper PA-28-235 - Registry model: [Piper PA-28-235](https://openairdocs.org/model/piper-pa-28-235) (registry code 7102810) (OpenAirDocs) - Category: Airplane - Serial number: 28-7410010 - Engines: Lycoming O-540 235 horsepower reciprocating - Damage: Destroyed - Fire: On-Ground - Flight: Personal, Part 91 - Operator: Gregory Treadway - Registered owner: GT Aero Inc. - Airworthiness certificate: Standard, Normal - Last inspection: Annual, November 1, 2004 - Departed: CXY, Harrisburg, PA - Destination: BDR, Bridgeport, CT - Flight plan: IFR - Airport: CXY, Capital City Airport, runway 26, 5,001 × 150 ft, asphalt ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 48; injuries: serious; airplane ratings: single-engine land; instrument ratings: airplane; medical: class 2, without waivers/limitations; last flight review June 1, 2004; seat: left; flight hours: 1,636 total, 188 in this make and model, 1,465 as pilot in command, 144 in the last 90 days, 41 in the last 30 days, 5 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: 20° at 6 knots - Visibility: 7 statute miles - Lowest ceiling: none - Temperature: 90 °F, dew point 63 °F - Altimeter: 30.09 inHg - Observed at: CXY, 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 20050625014929A](https://openairdocs.org/incident/20050625014929A), Jun 25, 2005: Piper PA28235, New Cumberland, PA, Destroyed, 3 fatal. (-23) Aircraft departed runway 26, cxy @ 1235. Aircraft observed rotating @ midfield of 5000 ft. runway. Witnesses observed aircraft gain approximately 75-100… 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.