Vero Beach

During a cross-country flight, the pilot initiated a descent to his intended destination. During the descent, the pilot informed air traffic control (ATC) that he could not retard power on the right engine. Later in the descent, the pilot decided to shut down the right engine. The pilot communicated his desire to land at the nearest airport to ATC, and ATC provided the pilot with the clearance to divert. Radar data showed the airplane in a steady descent toward the airport. When the airplane was at an altitude of about 2,500 ft mean sea level, the pilot contacted ATC and stated that he was trying to get the airplane under control; radar data showed the airplane in a 360° right turn at the time. The pilot contacted ATC again and stated that he was going to land on a highway. No further transmissions were received from the pilot. After the right turn, the airplane continued in a descent through 1,300 ft mean sea level, at which point radar contact was lost. A witness saw the airplane and stated that the airplane was low and slow but appeared to be in stable flight with both propellers spinning. She did not see any smoke coming from the airplane. She saw the airplane flying northeast to southwest when it suddenly descended nose first into the ground. The airplane impacted a gravel road adjacent to a 100-fttall grain silo about 1 mile from the highway and about 3.3 miles from the airport.

A witness reported that the airplane veered left during the takeoff roll and headed toward a large ditch that surrounded the runway. It appeared that the pilot did not attempt to stop the airplane or abort the takeoff. The airplane continued toward the ditch, and, upon reaching the ditch's edge, the airplane rotated and reached an altitude of about 50 feet. The airplane's left wing collided with trees. The airplane rolled left and then right before stalling and crashing. The pilot stated that the airplane seemed to pull left on takeoff, possibly due to a right quartering tailwind, and that he did not realize where he was positioned on the runway. Examination of the airplane and engine did not reveal any preimpact anomalies that would have precluded normal operation.

The airplane was on an instrument flight in night instrument meteorological conditions approaching the destination airport. The pilot contacted the approach control facility by radio and was subsequently cleared for an instrument landing system (ILS) approach to the destination airport. During the approach, the air traffic approach controller advised the pilot twice that the airplane was to the right of the approach course. The controller suggested a left turn of 5 to 7 degrees to the pilot. Once the airplane was back on the inbound course, the approach controller instructed the pilot to contact a tower controller. The pilot never contacted the tower controller, but later reestablished contact with the approach controller, who provided radar vectors for a second attempt at the ILS approach. During the second approach, the controller again advised the pilot that the airplane was to the right of the approach course and provided the pilot a low altitude alert. The airplane then started a climb and a turn back toward the inbound course. The controller advised the pilot that the airplane would intercept the inbound course at the locator outer marker (LOM) for the approach and asked if the pilot would like to abort the approach and try again. The pilot declined and responded that he would continue the approach. No further transmissions were received from the pilot. The airplane impacted a building about 0.4 nautical miles from the LOM. The building and airplane were almost completely consumed by the postimpact fire. A postaccident examination revealed no evidence of mechanical malfunction or failure. The airplane's turning ground track and the challenging visibility conditions were conducive to the onset of pilot spatial disorientation.

Witnesses observed N262MM taxi to runway 29 left and the pilot perform what appeared to be a normal engine runup. The airplane then taxied onto runway 29 left for takeoff. The wind was from the east, making the takeoff with a tail wind. During the takeoff, the engine seemed to operate at a steady level, but appeared to be low on power. The flight lifted off about halfway down the runway and the landing gear was retracted. The airplane climbed slowly and turned slowly to the left. The airplane then entered a 60-80 degree left bank followed by the airplane rolling level and the wings rocking back and forth. The airplane was now on a southerly heading and the nose dropped. The airplane then collided with trees about 15-20 feet above the ground, fell to the ground, and burst into flames. Witnesses stated they saw no smoke or flames coming from the airplane prior to impact with the trees. At the time of the accident the landing gear was retracted and the engine was running. Transcripts of recorded communications show that at 1205:40, the local controller instructed the flight to taxi into position and hold on runway 29 left. At 1206:43, N262MM was cleared for takeoff and a north bound departure was approved. At 1208:03, the passenger transmitted "we need to land we have to turn around". The local controller cleared the flight to return to the airport when able. At 1208:20, the passenger transmitted "two mike mike we're going down we're going down", followed by "over the golf (unintelligible)". The local controller responded "copy over the golf course". No further transmissions were received from the flight. Analysis of background noise contained on the ATC recordings show that at the time the passenger on N262MM transmitted to controllers that they were ready for takeoff and when he acknowledged the takeoff clearance, the propeller was rotating at 1,261 and 1,255 respectively. When the passenger transmitted to controllers after takeoff, that they needed to land, the propeller was rotating at 1,980 rpm. When the passenger transmitted we have to turn around, shortly after the above transmission, the propeller was rotating at 2,017 rpm. When the passenger made his last transmission stating they were going down, the propeller rpm was 1,965. The maximum propeller speed at takeoff is 2,000 rpm. Additional evidence was found indicating electrical arcing and progressive fatigue cracking in the engine’s P3 line, which could result in a rapid rollback of engine power. Simulator testing showed that a P3 line failure would result in the engine decelerating from full takeoff power (2,000 propeller rpm) and stabilizing at an idle power setting in less than 9 seconds. However, the sound spectrum analysis of the first radio transmission indicated the propeller rpm was 1,980, and two subsequent radio transmissions, the last of which was made 17 seconds after the initial transmission, detected the propeller rpm at near takeoff speed. Thus, there was no evidence of dramatic rpm loss, making the P3 line failure an unlikely cause of the accident. Postcrash examination of the aircraft structure, flight controls, engine, and propeller, showed no evidence of failure or malfunction. Witnesses indicated the flight used about 3,650 feet of runway for takeoff or about half of the 7,296 foot long runway. Charts contained in the Piper PA-46-500TP, Pilot's Operating Handbook, indicated that for the conditions at the time of the accident, the airplane should have used about 2,000 feet of runway for the ground roll during the takeoff with no wing flaps extended. The charts also show that the airplane indicated stall speed at 60 degrees of bank angle with the landing gear and wing flaps retracted is 111 knots.

The flight was maneuvering in instrument meteorological conditions and was observed on radar making climbing and descending turns prior to making a final descending turn and being lost from radar. Examination of the crash site showed the airplane had impacted the terrain in a about a 90-degree nose down attitude. The crash site was about .09 miles from the last radar contact, when the airplane was 2,000 feet above ground level. Post crash examination of the airplane structure, flight controls, engines, propellers, and airplane systems showed no evidence of pre-crash failure or malfunction.

On post-production test flight, pilot noted symptoms of uncommanded lean mixture and turned to return for landing. En route to airport, engine lost power completely. On base leg for forced landing (off airport) fire broke out in engine area and burned through hydraulic line causing gear to extend. Due to increased glide angle, planned flight path would not clear obstruction (Draw Bridge). When the pilot maneuvered to avoid the obstacle, the aircraft stalled, mushed and collided with a boat dock. Investigation revealed a loose fuel line fitting. The pilot, sole on board, was seriously injured.

Shortly after takeoff witnesses observed the aircraft in a steep left bank descending until it crashed approximately 1,200 feet northwest of the departure end of the runway. According to the passenger the initial climb distracting the attention of the pilot who lost control of the aircraft while attempting to close the door. The inadvertent opening of the top section of the cabin door in flight is not considered critical. The before starting engines and before takeoff check lists call for "cabin door closed and locked pin indicators check on green mark." According to the passenger the pilot performed a cockpit check without the aid of a written check list. The pilot was killed while the passenger was seriously injured.

The crew departed Vero Beach Airport on a local post production test flight. En route, while cruising along the coast, the twin engine airplane entered an uncontrolled descent and crashed in the Atlantic Ocean about 16 miles off shore. Both pilots were killed and the aircraft was destroyed.

By night, the crew was trying to land on a remote area located in the region of Vero Beach when the twin engine airplane struck power lines and trees and crashed. Both occupants were killed.

While completing a drug smuggling flight, the crew was forced to make an emergency landing for unknown reasons. There were no casualties and the aircraft was written off.