WPR10FA449

The pilot's inability to maintain a positive rate of climb after takeoff for undetermined reasons.

An air traffic controller cleared the airplane for takeoff, and he noticed that the airplane remained on the runway until just after the 4,000-foot point of the runway. The controller stated that as the airplane lifted off, it did not appear to be climbing. The controller asked the pilot if he was making a left downwind departure, and the pilot responded affirmative and that he had trouble gaining altitude. Shortly after, the pilot advised the controller that he was going to return to the airport. The controller cleared the pilot direct to the airport, and subsequently saw the airplane descend below a tree line followed by a black plume of smoke rising from the area. One of the passengers stated that during takeoff, the airplane climbed slowly as always then started to feel different, "like it [the airplane] was stepping down." Shortly after, the passenger heard the pilot say that they were losing altitude followed by what sounded like terrain alarms sounding off and the engine "rearing up and down." A witness located near the accident site observed the accident airplane flying at a low altitude, appearing not to be climbing before losing sight of the airplane. The witness stated that the flaps and landing gear appeared to be retracted and that the engine sounded like it was straining to keep the airplane airborne. Examination of the accident site and aircraft wreckage revealed signatures consistent with a near-level, right wing-low impact with a tree and a light pole prior to impacting a road. Examination of the airplane, flight control systems, engine, and propeller revealed no evidence of any preimpact mechanical malfunctions. The density altitude was calculated to be 4,539 feet. Review of airplane manufacturer’s takeoff performance charts revealed that at the time of the accident, the weather and environment conditions were within the takeoff performance chart limitations. The investigation determined that at the time of the accident, the airplane was at least 36 pounds over the specified maximum gross weight for the airplane, including damp baggage items. The exact weight of items stowed within the airplane could not be determined due to the postaccident fire. The operation of the airplane at such a small amount over the maximum gross weight at a high density altitude should not have degraded the airplane’s takeoff performance.

HISTORY OF FLIGHT On September 6, 2010, about 0815 Pacific daylight time, a Piper PA-32RT-300, N36072, was substantially damaged when it impacted a tree and light pole within a residential neighborhood shortly after takeoff from the Henderson Executive Airport (HND), near Las Vegas, Nevada. The airplane was registered to and operated by the pilot under the provisions of Title 14 Code of Federal Regulations Part 91. The private pilot and one passenger were killed, and two passengers sustained serious 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 Roswell, New Mexico. A controller at the HND Air Traffic Control Tower reported that after clearing the accident airplane for takeoff on runway 35L with a right turn departure, he observed the airplane initiate the takeoff roll. The controller noticed that the airplane remained on the runway until just after the 4,000-foot point of the runway. The controller stated that as the airplane lifted off, it did not appear to be climbing. He estimated that as the airplane crossed over the departure end of the runway, it was about 50 feet above ground level (agl). As the controller watched the airplane continue on a northerly heading, the airplane appeared to be very low. The controller then issued a clearance for a left turn out in order for the pilot to gain altitude due to rising terrain to the east. The controller asked the pilot if he was making a left downwind departure, and noted that the pilot responded "affirmative" and that he "had trouble gaining altitude." Shortly after, the pilot advised the controller that he "had to come back to the airport." The controller cleared the airplane direct to the airport, and subsequently observed the airplane descend below a tree line followed by a black plume of smoke rising from the area where he lost site of the airplane. A witness located near the accident site reported observing an airplane flying overhead about 200 to 300 feet agl, and it appeared not to be climbing. He stated that the airplane began to turn to the left, and descended below a tree line. The witness further stated after he lost site of the airplane, he observed a plume of black smoke. The witness added that at the time he observed the airplane, the landing gear and flaps were retracted. The witness further mentioned that the engine sounded like it was "straining to keep the airplane airborne." Two passengers who were seated in the aft seating area reported that the pilot initially had a hard time starting the engine, which also occurred on previous flights, but it seemed to run fine after it was started. Both passengers said that as the pilot attempted to start taxiing, the airplane did not initially move and that the pilot thought it was still chained. Shortly after, the airplane began to move, and the pilot taxied to the runway run up area. One of the passengers stated that during takeoff, the airplane "climbed slowly as always then started to feel different, like it [the airplane] was stepping down." Shortly after, the passenger heard the pilot say that they were losing altitude followed by "what sounded like terrain alarms sounding off and the engine rearing up and down." PERSONNEL INFORMATION The pilot, age 50, held a private pilot certificate with an airplane single-engine land rating that was issued on January 20, 2009. A third-class airman medical certificate was issued on July 22, 2010, with no limitations stated. The pilot reported on his most recent medical certificate application that he had accumulated 295 total flight hours. Review of the pilot's logbook revealed that as of September 3, 2010, he had accumulated 318.7 hours of flight time, of which 29.8 hours were within the previous 30 days and 35.8 hours within the previous 90 days of the accident. As of September 3, 2010, the pilot had logged 139 hours of flight time within the accident make/model airplane. AIRCRAFT INFORMATION The six-seat, low-wing, retractable-gear airplane, serial number (S/N) 32R-7885156, was manufactured in 1978. It was powered by a Lycoming IO-540-K1G5D engine, serial number L-15966-48A, rated at 300 horse power. It was equipped with a Hartzell model HC-C2YR-1BF adjustable pitch propeller, serial number CH42787B. According to Federal Aviation Administration (FAA) records, the pilot had registered the airplane with the FAA on December 23, 2009. Review of the airplane's maintenance logbooks revealed that the most recent annual inspection was completed on March 30, 2010, at a tachometer time and aircraft total time of 3,426.20 hours, engine total time of 3,507.18 hours and 1,437.48 hours since major overhaul. Review of airport refueling records revealed that the accident airplane was topped off with 48.2 gallons of 100 low-lead fuel on September 3, 2010, per the pilot's request. Various items including clothing bags, clothing, aviation charts, soft ice chest with non alcoholic beverages, and other personal affects were observed within the wreckage. Baggage removed from the forward baggage area was weighed using a calibrated scale and found to be about 33 pounds. Baggage and various loose items recovered from the middle area of the cabin area were weighed to be about 62 pounds. The baggage and loose items removed from the rear area of the fuselage, near the remains of the baggage compartment, weighed about 88 pounds. The total amount of luggage and loose items was about 183 pounds. It was noted that the baggage recovered from the middle and aft areas were damp with water at the time it was weighed. The most current aircraft weight and balance indicated the empty weight of the airplane as 2,176.8 pounds with a useful load of 1,423.2 pounds. The maximum gross weight of the airplane was 3,600 pounds. Using the reported weights of all occupants of the airplane, weighed luggage, 94-gallons of usable fuel, and the landing gear retracted, the center of gravity (CG) was calculated to be 93.82 inches. The airplane’s total weight was 3,636.2 pounds. The CG envelope for the airplane was +82 (forward) to +96 (rear) inches. Review of the manufacturer’s supplied Flaps Up and 25-degree Flaps Takeoff Performance charts, located in the Pilot’s Operating Handbook, revealed that the weather conditions present at the time of the accident were within the airplane's performance capability parameters. Using the manufacturer’s supplied takeoff ground roll calculation charts for takeoff's with and without two notches of flaps, reported weather conditions, and maximum gross weight of the airplane, the flaps up takeoff ground roll was calculated to be about 2,450 feet, and flaps second notch takeoff ground roll to be about 2,200 feet. Using the manufacturer's supplied takeoff performance charts, the reported weather conditions, and maximum gross weight of the airplane, the flaps up takeoff distance over a 50-foot obstacle was calculated to be about 4,450 feet and 3,500 feet with flaps in the second notch. Using the manufacturer’s supplied gear up and gear down performance calculation charts, reported weather conditions, and maximum gross weight of the airplane, the climb performance with the gear in the "DOWN" position was calculated to be about 430 feet per minute. The climb performance with the gear in the "UP" position was calculated to be about 650 feet per minute. METEOROLOGICAL INFORMATION A review of recorded data from the Henderson Executive Airport automated weather observation station, located 2.4 miles southeast of the accident site, revealed at 0756 conditions were wind from 050 degrees at 6 knots, visibility 10 statute miles, clear sky, temperature 27 degrees Celsius, dew point -3 degrees Celsius, and an altimeter setting of 29.88 inches of Mercury. Using the reported weather conditions and airport el