Takeoff (climb)

On January 9, 1998, at 1935 hours Philippines local time, a Piper PA-31, N4111M, reportedly experienced a loss of engine power and crashed at the Ninoy Aquino International Airport, Manila, Philippines. The aircraft was substantially damage the airline transport rated pilot and copilot were not injured. Visual meteorological conditions existed for the night ferry flight to Saipan in the Marianas, and an instrument flight rules (IFR) flight plan had been filed. The pilot stated that after completing a preflight they had been cleared to taxi to the active runway. The pilot requested a full length takeoff from runway 06. Approximately 75 feet after lifting off from the ground, the pilot requested that the copilot retract the landing gear. The pilot reported that shortly after the landing gear was raised the aircraft yawed sharply to the right. He lowered the nose to regain some of the airspeed that was lost due to the right yaw. He stated that they were losing airspeed and altitude quickly, and asked the copilot to extend the landing gear. The pilot reported that on landing he had the power on until they contacted the runway. The aircraft slid to the left and came to rest after striking a concrete ditch. A test flight of the accident aircraft had been conducted 2 days and on the day before the accident. The purpose of the test flights were to check the propellers that had been overhauled, and to obtain a ferry permit from the Federal Aviation Administration's Designated Airworthiness Representative (DAR). The DAR found the aircraft to be within required specifications. He made the appropriate entry into the aircraft's logbook and issued the ferry authorization.

The pilot was reported to be in a hurry as he positioned two aircraft and picked up the accident aircraft for his final positioning leg. He told company personnel he had a birthday party to go to and his family confirmed this. The pilot reported to company personnel that he was departing on runway 3 and that he would report in on his arrival at the destination. No further contacts with the flight were made and the wreckage of the aircraft was discovered off the end of the departure runway about 40 minutes after his reported takeoff. Examination showed the aircraft had run off the left side of the runway about 800 feet from the end and then crossed over the runway and entered into the woods at the departure end of the runway. Post crash examination showed no evidence of pre crash failure or malfunction of the aircraft structure, flight controls, or engine. The onboard engine computer showed the engine was producing normal engine power and the aircraft was traveling at 98 knots when electrical power was lost as it collided with trees. The aircraft's control lock was found tangled in the instrument panel near the left control yoke where it is normally installed and the lock had multiple abnormal bends, including a 90 degree bend in the last 1/2 inch of the lock where it engages the control column. Removal of the control lock and checking the flight controls for freedom is on the normal pilots checklist. The pilot was also found to not be wearing his shoulder harness.

During the takeoff roll, while passing 45 knots indicated airspeed, ice formed between the inner and outer panes of the airplane's windshield, obscuring the crew's vision. The flight crew aborted the takeoff, the airplane drifted off the left side of the snow covered runway, and caught fire. The crew reported the airplane and windshield were cold soaked and the temperature was -10 degrees Fahrenheit. The windshield anti-ice system blows air from a combustion heater between the windshield glass panes. The air source for the heater, once the airplane has forward airspeed, is two leading edge wing scoops. The crew told the NTSB investigator that the taxi time was too short for the windshield to warm up, and that during the taxi, snow was circulated around the airplane and into the wing scoops.

During the takeoff roll, the crew lost control of the airplane that veered off runway, lost its undercarriage and came to rest. All 20 occupants escaped uninjured while the aircraft was written off.

The pilot landed at Watertown, loaded and off-loaded cargo, and departed without getting out of the airplane. A witness reported seeing the airplane over the runway at an altitude of about 50 feet agl. The airplane was described to be bouncing and buffeting. Another witness reported the weather as overcast with occasional snow flakes. The airplane then descended, impacted the terrain and exploded. Post accident inspection revealed a 1/2 to 3/4 inch thick ridge of rime ice along the leading edge of the left horizontal stabilizer. Pieces of arc shaped ice were located along the wreckage path. Inspection of the wreckage failed to reveal any preimpact failure/malfunction of the engine or airframe which would have prevented flight.

The airplane departed runway 1L and radar data indicated the airplane maintained about a 110 knot ground speed for 37 seconds as it climbed to 1,400 feet msl (642 feet agl) with a 008 degree heading. The last radar 14 seconds later indicated the airplane's heading was 342 degrees and had a 130 knot ground speed. The winds were 290/11. Witnesses reported seeing the airplane flying low and slow, and then it made a turn like a "barrel roll" to the left before impacting the ground. Examination of the engines and airframe revealed no pre-existent anomalies. The left and right propellers exhibited leading edge damage and chordwise abrasions. The pilot had a total of about 1,175 flight hours with about 250 hours in the type and model aircraft. The copilot had 4,094 total hours, but had 10 hours of turbine time and no flight time in the type and model of aircraft. The pilot had indicated he was practicing simulated single engine failures. The gear was fully retracted. The trim settings were set for a right engine out situation. The flap selector was set to "UP" flaps, but the flaps were found in transit at approximately 2 degrees of flaps. The Airplane Flight Manual indicated that during "Engine Failure in Takeoff-Gear Fully Retracted" stated that the required airspeed before selecting flaps to 5 degrees was 140 KCAS. The Pilot's Operating Handbook stated the flaps take approximately 31 seconds to retract from 20 to 0 flaps, or 21 seconds to retract from 5 to 0 flaps.

The pilot/owner and a flight instructor had flown in to pick-up passengers. The owner was not multiengine rated and was receiving instruction from the instructor. The airplane was fueled and two adults and three children were boarded about 1 hour later. The owner was the flying pilot in the left seat. The owner stated that the 4,500 foot long runway was covered with 2 1/2 to 3 inches of snow and slush. He further stated that during the takeoff roll, 'The snow was so bad we could not get off the ground...' The pilot estimated that he aborted the takeoff at 100 mph, the braking action was zero, and the airplane went off the end of the runway. According to a witness, the five passengers arrived with 'lots of heavy bags.' After the accident, the baggage was removed before it could be weighed. An estimated airplane takeoff weight of 7,856 pounds was computed without baggage, based upon weights from the airplane weight and balance form, the police report, and FAA records. According to the Pilot's Operating Handbook, the maximum takeoff weight was published at 7,560 pounds.

Shortly after takeoff from Guerrero Negro Airport, while climbing, the aircraft nosed down and crashed in the San Jose estuary, few hundred metres offshore. All five occupants were rescued while the aircraft was damaged beyond repair.

The pilot departed Front Range Airport (elevation 5512 feet) at approximately 2008, climbed to 7,000 feet msl, accelerated to 270 knots, and requested his IFR clearance. Weather at the time of N950TT's departure was 500 feet overcast; witnesses reported the tops of the thin cloud condition were 8,500 feet msl and it was very dark on top (no stars or moon). The pilot made several changes in airspeed and climb rate until radar indicated that he had entered an 8,500 fpm decent. The pilot reported to ATC that he had 'stalled' the airplane. Radar indicated that he then climbed at 7,500 fpm until his estimated airspeed was 10 knots, and then subsequently descended again at 8,400 fpm until he impacted the frozen ground. The pilot had flown 4 times for 7 hours in the previous 40 days. Five airline pilots, each of who had 3,000 to 5,000 hours in Swearingens, stated individually that even though the airplane is single pilot certified, they believed that 'its a two pilot airplane--because the work load is too high.'

During the takeoff roll un runway 03L at Johannesburg-Jan Smuts Airport, the pilot-in-command started the rotation but the aircraft failed to respond. The captain decided to reject takeoff and initiated an emergency braking procedure. Unable to stop within the remaining distance, the aircraft overran, struck a concrete block, rolled for 200 metres then lost its left main gear and engine n°1 before coming to rest. All four occupants escaped uninjured while the aircraft was damaged beyond repair.