# NTSB WPR09LA324: Piper PA-30, N7657Y, Tucson, AZ, July 3, 2009 - Type: NTSB accident investigation - Classification: Accident · Serious injuries · Limited investigation · Final report - Date: July 3, 2009, 09:35 local (16:35 UTC) - Place: Tucson, AZ - Coordinates: 32.115833, -110.940834 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=32.1158&lon=-110.9408&mi=10 - Phase of flight: [Initial climb](https://openairdocs.org/ntsb-phases/350) (OpenAirDocs' grouping) - Defining event: [Initial climb: Loss of control in flight](https://openairdocs.org/ntsb-events/240) - Highest injury: Serious injuries - Injuries: 1 serious, 3 minor - Status: Completed, report April 22, 2010 - Report: Approved by Office Director - NTSB office: Western Pacific Region - Parties: Federal Aviation Administration - NTSB case key (mKey): 74184 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=WPR09LA324 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/74184/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=74184 - Page: https://openairdocs.org/ntsb/WPR09LA324 ## Probable cause The pilot’s failure to maintain directional and lateral aircraft control during takeoff. Contributing to the accident was the partial loss of left engine power for undetermined reasons. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Use of equip/info: aircraft control](https://openairdocs.org/ntsb-findings/02063040): Personnel issues › Task performance · Pilot (probable cause); cases with it: [Piper PA-30, 28 cases](https://openairdocs.org/ntsb-findings/02063040/cases.md?model=7103002), [All aircraft, 9,295 cases](https://openairdocs.org/ntsb-findings/02063040/cases.md) - [Performance/control parameters: lateral/bank control](https://openairdocs.org/ntsb-findings/01062023): Aircraft › Aircraft oper/perf/capability · Not attained/maintained (probable cause); cases with it: [Piper PA-30, 3 cases](https://openairdocs.org/ntsb-findings/01062023/cases.md?model=7103002), [All aircraft, 390 cases](https://openairdocs.org/ntsb-findings/01062023/cases.md) - [Performance/control parameters: directional control](https://openairdocs.org/ntsb-findings/01062020): Aircraft › Aircraft oper/perf/capability · Not attained/maintained (probable cause); cases with it: [Piper PA-30, 16 cases](https://openairdocs.org/ntsb-findings/01062020/cases.md?model=7103002), [All aircraft, 3,958 cases](https://openairdocs.org/ntsb-findings/01062020/cases.md) - [Aircraft](https://openairdocs.org/ntsb-findings/01050000): Aircraft › Aircraft power plant · Failure (probable cause); cases with it: [Piper PA-30, 2 cases](https://openairdocs.org/ntsb-findings/01050000/cases.md?model=7103002), [All aircraft, 151 cases](https://openairdocs.org/ntsb-findings/01050000/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Initial climb: Loss of engine power (partial)](https://openairdocs.org/ntsb-events/342); cases with it: [Piper PA-30, 12 cases](https://openairdocs.org/ntsb-events/342/sequence.md?model=7103002), [All aircraft, 1,858 cases](https://openairdocs.org/ntsb-events/342/sequence.md) - [Initial climb: Loss of control in flight](https://openairdocs.org/ntsb-events/240) (defining event); cases with it: [Piper PA-30, 24 cases](https://openairdocs.org/ntsb-events/240/sequence.md?model=7103002), [All aircraft, 5,002 cases](https://openairdocs.org/ntsb-events/240/sequence.md) - [Initial climb: Collision with terr/obj (non-CFIT) ](https://openairdocs.org/ntsb-events/470); cases with it: [Piper PA-30, 37 cases](https://openairdocs.org/ntsb-events/470/sequence.md?model=7103002), [All aircraft, 10,189 cases](https://openairdocs.org/ntsb-events/470/sequence.md) ## Analysis The pilot reported that after advancing the mixtures to full rich and turning on the fuel boost pumps, he advanced the throttles for takeoff. During the takeoff roll he noticed that the fuel flow on the left engine was a bit excessive. He stated that, as the airplane lifted off the runway at an airspeed of 80 miles per hour, the twin-engine airplane started to veer to the left. Despite the pilot’s control inputs the airplane continued to veer to the left and subsequently impacted the ground, which resulted in structural damage to both wings, empennage, and fuselage. Local law enforcement reported that following the accident the pilot stated that as the airplane was about 30 feet above the ground, “he lost power to the left engine” and was “unable to stabilize the aircraft.” Examination of the left engine revealed that all four top spark plugs were black with soot within the electrode area. The left engine fuel servo was placed on a test bench and was found to be above factory service limitations at a setting consistent with takeoff, which would equate to a slightly rich condition. No anomalies were noted with the examination of the right engine. Examination of the airframe revealed no anomalies that would have precluded normal operation. According to the airframe manufacturer's approved flight manual, the published minimum control airspeed for single-engine operations is 90 mph. ## Factual narrative On July 3, 2009, about 0914 mountain standard time, a Piper PA-30 twin-engine airplane, N7657Y, was substantially damaged when it impacted terrain following a partial loss of engine power during takeoff from the Tucson International Airport (TUS), Tucson, Arizona. The airplane was registered to and operated by the pilot under the provisions of Title 14 Code of Federal Regulations Part 91. The commercial pilot and his three passengers sustained minor injuries. Visual meteorological conditions prevailed and no flight plan was filed for the personal flight. The cross-country flight was originating at the time of the accident with an intended destination of Show Low, Arizona. In a written statement, the pilot reported that after being cleared for takeoff on runway 11L, he "advanced the mixture controls, turned on the boost pumps, and advanced the throttles." The pilot noticed that the power "came up normally in both engines" as he observed the manifold pressure gauges indicating within the "mid 20’s" and the "tach gauges showed just over 2500 rpm." The pilot stated that the left engine fuel flow "was a bit excessive" as the "right engine showed 12 GPM which is normal and the left engine showed 16 GPM." The pilot further reported that the airplane lifted off the ground around 80 miles per hour and he intended on remaining close to the runway until accelerating beyond 90 miles per hour. As the airplane was about 10 to 20 feet above ground level (agl), the airplane started to veer to the left. Despite the pilot's control inputs, the airplane continued to veer to the left as the "left wing continued to drop." Subsequently, the airplane impacted the ground. The pilot added that “the left engine did not seize or stop turning at any time prior to contacting the ground.” Local law enforcement reported that following the accident, the pilot stated that as the airplane was about 30 feet above the ground, “he lost power to the left engine” and was “unable to stabilize the aircraft.” Examination of the airplane by a Federal Aviation Administration (FAA) inspector revealed that the airplane came to rest between taxiway Alpha 7 and Tango, about 332 feet left of the centerline for runway 11. The left and right engines were mostly separated from their mounts. The forward part of the fuselage was crushed aft. The inspector stated that first responders turned the left and right fuel selectors from the "MAIN" position to the "OFF' position shortly after the accident. According to the airframe manufacturer's approved flight manual, the published minimum control airspeed for single-engine operations is 90 miles per hour. Examination of the recovered airframe revealed flight control continuity from the cockpit controls to all primary flight control surfaces. Both left and right engines and empennage were separated from the airframe by wreckage recovery personnel to facilitate wreckage recovery. The left engine, a Lycoming IO-320-B1A, serial number L-1582-55A, remainedintact. The throttle body fuel control unit was separated from the engine. The top spark plugs were removed and the crankshaft was manually rotated by hand using a hand tool attached to the crankshaft propeller flange. Rotational continuity was established throughout the engine and valve train. Thumb compression was noted on all four cylinders. The propeller flange and crankshaft appeared to be slightly bent. The fuel servo was separated from the engine at its respective mount. The throttle and mixture control levers moved from stop to stop freely by hand. The fuel servo screen was removed and no debris was noted. The top cylinder one, two, three, and four spark plugs exhibited worn/normal wear when compared to the Champion AV-27 check-a-plug comparison chart. Black deposits were observed within the electrode area on all of the top spark plugs. The bottom cylinder one, two, three, and four spark plugs exhibited signatures consistent with worn/normal wear. The bottom cylinder one and two spark plugs were oil soaked. The number three and four cylinder spark plugs exhibited black deposits within the electrode area. The left engine fuel control servo, fuel flow divider, and fuel injector nozzles were removed and sent to Precision Airmotive LLC for further examination. The left propeller assembly was separated from the engine by wreckage recovery personnel. Both propeller blades were loose within the propeller hub. One blade was curled about 180 degrees opposite the direction of rotation about 10 inches inboard from the blade tip. The blade exhibited leading edge gouging and chordwise scratching on the blade face from about 12 inches inboard to the blade tip. The other blade was twisted opposite the direction of rotation along with a slight aft bend about 8 inches outboard of the propeller hub. The blade exhibited chordwise scratching and polishing on the blade face near the outboard 10 inches of the propeller blade. The right engine, a Lycoming IO-320-B1A, serial number L-1591-55A, was intact. The starter, alternator, and throttle body fuel servo unit were displaced from the engine. The top spark plugs were removed and the crankshaft was manually rotated by hand using a hand tool attached to the crankshaft propeller flange. Rotational continuity was established throughout the engine and valve train. Thumb compression was noted on all four cylinders. The throttle and mixture control levers moved from stop to stop freely by hand. The top cylinder one, two, three, and four spark plugs exhibited worn/normal wear when compared to the Champion AV-27 check-a-plug comparison chart. Light gray deposits were observed within the electrode area. The bottom number one, three, and four spark plugs exhibited normal wear signatures when compared to the Champion AV-27 check-a-plug comparison chart. The number two bottom spark plug exhibited worn-severe signatures. The bottom number one cylinder spark plug was oil soaked. The number two, three, and four cylinderbottom spark plugs exhibited light gray deposits within the electrode area. The right engine fuel control servo was removed and sent to Precision Airmotive LLC for further examination. The right propeller assembly was separated from the engine by wreckage recovery personnel. Both propeller blades remained attached to the propeller hub. One blade was twisted opposite the direction of rotation from about mid-span of the blade. Chordwise scratches were observed on the propeller blade face and leading edge from the blade tip to about 8 - 10 inches outboard of the blade root. Leading edge gouges were observed on the outboard 6 inches of the propeller blade. The other blade was twisted opposite the direction of rotation from about mid-span. Chordwise scratching and blade polishing was observed on the outboard 10 inches of the propeller blade face and outboard 15 inches of the leading edge. The left engine fuel control servo, fuel flow divider, and fuel injector nozzles were examined at the facilities of Precision Airmotive LLC., Marysville, Washington. The fuel servo was installed on a test bench and functionally tested. The observed fuel rate (pounds/hour) exceeded the recommended factory limits on three of the nine flow tests conducted. When tested at a level consistent with takeoff, the fuel flow rate observed was 8.2 pounds/hour over the factory in-service limitations. Examination of the fuel flow divider revealed that all fittings were seized within the divider body and could not be removed. Air pressure was applied to the flow divider and air flow throughout all ports was verified. The fuel nozzles were placed on a test bench and flow tested. The number one, three, and four fuel nozzles test results were below the factory specifications during the low pressure (12 PSI) flow test and within the factory specifications during the high pressure (36 PSI) flow test. The number two fuel nozzle tested below factory specifications on both the 12 PSI and 36 PSI tests. The right engine fuel control servo was installed on a test bench and functionally tested. The observed fuel rate (pounds/hour) was found within factory specifications on eight of the nine tests. When tested at a level consistent with takeoff, the fuel flow rate observed was within factory in-service limitations. ## Aircraft - Registration: [N7657Y](https://openairdocs.org/deregistered/N7657Y-2010-06-25), registration cancelled 2010-06-25, S/N 30-735, built 1965 (OpenAirDocs) - Reported make and model: PIPER PA-30 - Registry model: [Piper PA-30](https://openairdocs.org/model/piper-pa-30) (registry code 7103002) (OpenAirDocs) - Registry engine: [Lycoming IO-320 series](https://openairdocs.org/engine/lycoming-io-320-series) (registry code 41509, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 30-735 - Airframe hours: 5407 - Engines: LYCOMING IO-320 150 horsepower reciprocating; LYCOMING IO-320 150 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Operator: Alan Muhs - Registered owner: Alan Muhs - Airworthiness certificate: Standard, Normal - Last inspection: Annual, September 2, 2008, 125 hours before - Departed: TUS, Tucson, AZ - Destination: SOW, Show Low, AZ - Airport: TUS, Tucson International Airport, runway 11L, 10,996 × 150 ft, asphalt ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 58; injuries: minor; commercial, flight engineer; airplane ratings: single-engine land, multi-engine land; instrument ratings: airplane; medical: class 2, with waivers/limitations; last flight review April 28, 2009; seat: left; flight hours: 2,600 total, 600 in this make and model, 2,438 as pilot in command, 50 in the last 90 days, 28 in the last 30 days ## Weather - Conditions: Visual (VMC), Day - Wind: 150° at 4 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 88 °F, dew point 59 °F - Altimeter: 30.05 inHg - Observed at: TUS ## 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 20090703016999A](https://openairdocs.org/incident/20090703016999A), Jul 3, 2009: Piper PA30, Tucson, AZ, Destroyed. Aircraft departed runway 11 left at Tucson International Airport. Left engine lost power at altitude of 20 to 30 feet and left wing dipped impacting the ground… ## Other investigations on N7657Y (1) 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. - [NTSB DEN73FTC13](https://openairdocs.org/ntsb/DEN73FTC13), Dec 14, 1972: Piper PA-30 (N7657Y), Riverton, WY, substantial damage ## Docket (7 files) The files NTSB released with the investigation on February 8, 2010, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=74184. 2.7 MB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 1.5 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40324952&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Redacted.PDF - Portion of Police Report (item 2, .PDF, 41 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40324953&FileExtension=.PDF&FileName=Portion%20of%20Police%20Report-Redacted.PDF - Right Engine Fuel System Examination Report (Precision) (item 3, .PDF, 115 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40324955&FileExtension=.PDF&FileName=Right%20Engine%20Fuel%20System%20Examination%20Report%20(Precision)-Master.PDF - Left Engine Fuel System Examination Report (Precision) (item 4, .PDF, 115 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40324956&FileExtension=.PDF&FileName=Left%20Engine%20Fuel%20System%20Examination%20Report%20(Precision)-Master.PDF - Release of Aircraft Wreckage, NTSB Form 6120.15 (item 5, .PDF, 26 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40324954&FileExtension=.PDF&FileName=Release%20of%20Aircraft%20Wreckage,%20NTSB%20Form%206120.15-Redacted.PDF - Photo 1: View of the accident site. (Courtesy of the FAA) (item 6, .PDF, 425 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40324957&FileExtension=.PDF&FileName=Photo%201%3A%20View%20of%20the%20accident%20site.%20(Courtesy%20of%20the%20FAA)-Master.PDF - Photo 2: View of the aircraft. (Courtesy of the FAA) (item 7, .PDF, 509 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40324958&FileExtension=.PDF&FileName=Photo%202%3A%20View%20of%20the%20aircraft.%20(Courtesy%20of%20the%20FAA)-Master.PDF 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.