N3061JBeech B36TC · 1986

On February 22, 2014, about 1800 central standard time, a Piper Aircraft, Inc., PA-46-500TP, N3061J, was substantially damaged when the pilot experienced a loss of directional control during takeoff from Shelby County Airport, Alabaster, Alabama. The private pilot and four passengers were not injured. The airplane was registered to JB Piper Meridian LLC, and operated under the provisions of 14 Code of Federal Regulations (CFR) Part 91 as a personal flight. Visual meteorological conditions prevailed at the time and an instrument flight rules (IFR) flight plan was filed. The flight was originating at the time of the accident.The pilot stated that he performed a preflight inspection of the airplane which included an inspection of both main landing gears and closer inspection of the nose landing gear; no discrepancies were reported. After engine start he taxied to the approach end of runway 16 where he performed the before takeoff checks. He taxied onto the runway, and with takeoff flaps extended, he applied power and began the takeoff roll. He called out airspeed alive and noted the engine gauges were in the green. At 60 knots he made an airspeed callout and was on the runway centerline. He then noticed a sudden pulling to the left and at that time felt an "excessive vibration." He applied full right rudder for about 1 to 2 seconds, but there was no affect. Unable to regain control he reduced power, placed the propeller to the Beta position, and pulled on the control yoke while applying full brakes and right rudder input. The airplane began to slow and the left main landing gear went off the left side of the runway. He did not believe that the right main landing gear went off the runway. The airplane traveled back onto the runway and came to rest at the departure end of the runway about 30 to 45 degrees right of the runway centerline. The airplane was immediately moved from the runway to facilitate airplanes that were circling the airport waiting to land.

A witness (certificated private pilot and airframe and powerplant mechanic) who was located outside about 752 feet southeast of the 2nd runway excursion point indicated he heard takeoff power applied. Shortly afterwards he heard a change in the sound from the propeller that was sudden, and at that time the airplane was not in sight. The airplane then came from behind hangars into his view, and he noted it was coming at an angle towards the grass and his direction. He indicated the airplane appeared to come to a stop on the west side of the runway, and it was after coming to rest that he heard what he described as power being applied. He confirmed the only time he heard power reduced was when the airplane had departed the runway the 2nd time.

Another witness (airline transport pilot with over 5,000 hours total time and 2,000 hours in Beech 90 and 200 airplanes) who was located at the same location as the other witness reported first hearing and seeing the airplane when it went off the east edge of the runway near taxiway A4, and reported the airplane continued at that point with takeoff power applied. When either the nose or left main landing gears hit the edge runway edge, the nose dipped and he thought the propeller would contact the runway. The airplane travelled onto the runway and came to rest on the western edge of the runway facing approximately 120 to 130 degrees. He went to the scene and reported a female passenger indicated her relief that the pilot did not get the airplane into the air.

Inspection of the airplane by several Federal Aviation Administration (FAA) inspectors 2 days after the accident revealed the left main landing gear tire was deflated, but still around the wheel assembly. Inspection of the runway during the same visit revealed a skid mark attributed with the left main landing gear tire was noted left of the runway centerline beginning about the aiming point marking. The skid mark continues in a straight line parallel to the runway for a short distance, and then begins arcing to the left. A mark attributed to be from the nose landing gear tire was noted beginning about the point where the left arc from the left main landing gear tire begins, and marks from both continue to the left to the point where the mark from the left main landing gear tire which was alternating light and dark in color was noted going off the left side of the runway. That location was about 1,618 feet from the approach end of runway 16.

The mark from the left main landing gear tire remained in the grass for approximately 500 feet, while marks from the nose and right main landing gear continue on the runway in a gentle right arc and then stop. The mark from the left main landing gear tire continues onto the runway and then angles toward the centerline at an approximate 20 degree angle, and then begins a left arc. The airplane travelled off the left side of the runway at the intersection of the runway and the south edge of taxiway A4, or about 1,270 feet past the aiming point marking, or about 2,270 feet from the approach threshold. Marks on the ground south of taxiway A4 indicate a right arc coming back onto the runway surface. A gouge in the edge of the runway associated with the left main landing gear wheel assembly was noted. A spot on the runway adjacent to the resting location of the left main landing gear was attributed to be from the left brake assembly. The resting position of the airplane was located about 2,761 feet from the approach end of runway 16.

Prior to NTSB classification of substantial damage and the initiation of an investigation, the tires were removed from both main landing gear wheel assemblies, and the left brake was disassembled. Further, inspection of the airplane by a representative of the airframe manufacturer with FAA oversight before NTSB classification and initiation of an investigation revealed the left main landing gear tire (Goodyear Flight Custom III) was severely deformed, and scuffed on the sidewall, while the tube was torn into multiple pieces. The right main landing gear tire (also a Goodyear Flight Custom III) was scuffed on the sidewall, and the tube was punctured in the side. The nose landing gear tire which remained inflated was checked and found to be 55 psi (specification is 70 psi). According to one of the FAA inspectors, the left main landing gear tire was separated from the rim as if it had hit the edge of something, and the brakes were "vaporized", as if they were applied during the takeoff roll. No flat spots or holes in the tread area of the tire was reported, and no discrepancies were noted with the engine mount at the nose landing gear actuator attach point.

Before removal of the wing for repairs, at the request of NTSB, a maintenance facility checked the nose landing gear rake angle and verification of the gap distance between the steering arm and the steering horn rollers with FAA oversight. Both checks were conducted using the maintenance manual for reference and both were within limits. A statement from the FAA inspector that describes the results and witnessed the testing is contained in the NTSB public docket.

A review of the work order approving the airplane for return to service revealed the wing assembly was removed and replaced due to structural damage. A copy of the work order is contained in the NTSB public docket.

According to a Goodyear Aircraft Tire Care & Maintenance Manual, an ambient temperature change of 3 degrees Celsius produces approximately 1 percent pressure change. Excerpts from the manual are contained in the NTSB public docket.

A review of the EET surface observation reports between the accident date and March 4, 2014, which was the date the nose landing gear tire pressure was checked, revealed the greatest decrease in temperature occurred on March 3, 2014, in which the temperature was 17 degrees Celsius less than the temperature on the accident date.

Using the formula from the Goodyear Aircraft Tire and Maintenance Manual, the temperature decrease would have resulted in approximately a 6 percent pressure decrease, which in the case of the nose landing gear tire would be a decrease of 4 psi (based on specification of 70 psi). Therefore, the pressure decrease would have resulted in a tire pressure of approximately 66 psi assuming the tire was inflated to the proper pressure.