N999CRPiper PA-34-220T

On May 5, 2019, about 0830 eastern daylight time, a Piper PA-34-220T airplane, N999CR impacted terrain shortly after departing the Anderson Municipal Airport-Darlington Field (AID) Anderson, Indiana. The pilot received serious injuries, and the airplane was substantially damaged. The airplane was registered to and operated by SPC Leasing, LLC, as a Title 14 Code of Federal Regulations Part 91 personal flight.

Several witnesses saw the airplane airborne after its departure from runway 36. A couple of the witness reported that the airplane engines didn't sound "normal". Several witnesses reported the airplane appeared to pitch up, before stalling.

A review of the airport security video that captured the airplane's departure revealed that the airplane appeared to climb steeply and the wings rocked back-and-forth before the airplane disappeared out of view. When the airplane reappeared in the camera's view, it was in a descent with the left wing low. The airplane impacted terrain and came to rest facing opposite of the direction of travel.

A review of the airplane's maintenance records revealed that the airplane's last annual inspection was conducted on July 7, 2017. The purpose of the flight was to ferry the airplane to Huntington, Municipal Airport (HHG), in order to have an annual inspection completed. The airplane was issued a temporary ferry permit on February 22, 2019, valid for 10 days, to relocate the airplane to HHG.

A review of the airplane's maintenance records revealed that the airplane's last annual inspection was conducted on July 7, 2017. The purpose of the flight was to ferry the airplane to Huntington, Municipal Airport (HHG), in order to have an annual inspection completed. The airplane was issued a temporary ferry permit on February 22, 2019, valid for 10 days, to relocate the airplane to HHG.

The front of the airplane cabin/cockpit area was destroyed by the impact, and the major airplane components were located at the crash site. The outer section of the left wing was located near the initial impact point and the remaining part of the left wing was attached to the fuselage by electrical wires. The right wing remained attached to the fuselage. There was not a post-crash fire.

The airplane was examined on scene by the National Transportation Safety Board investigator-in-charge, and technical representatives from the engine and airframe manufacturers. Control cable continuity was established from the cockpit to the stabilator and rudder. Aileron cable continuity was continuous from the cockpit to the right aileron. The left aileron cable and the balance cable had separated inside of the cabin. Both cables exhibited "broomstraw" signatures, consistent with tension overload.

The flap actuator screw position corresponded to a 0° (flaps retracted) setting. The fuel valves located in each wing were in the "on" position. The electric fuel pumps were connected to a battery and tested for operation. An estimated 35 to 40 gallons of fuel was recovered from the right-wing fuel tanks. The left fuel tanks appeared to have been breached during the accident, and a fuel smell was present on site. The landing gear handle and landing gear were in the "up" or retracted position.

The rudder trim actuator screw corresponded to a partial tab deflection to the right (aircraft nose left) setting. The stabilator trim actuator screw was extended about 0.5 inch aft from the barrel, which corresponded to nose up trim setting and 0.05 from maximum travel. An inspection of the pilot's pitch trim indicator revealed a slight nose up indication. The examination was unable to determine if the indicator was mis-rigged or damaged during the accident sequence.

Figure 1: {left} Pilot's pitch trim indication and {right} pitch trim actuator Photos - Piper Aircraft Company

A visual survey of the right engine did not reveal any pre-impact abnormalities; however, the crankshaft flange was fracture separated. The vacuum pump was removed, and adapter was placed in the vacuum pump drive pad to facilitate rotation of the crankshaft. Compression and suction were obtained for all cylinders at the top spark plug openings while the crankshaft was rotated. Internal engine continuity was confirmed through the valve train and to the accessory section. The two magnetos were manually rotated, and a spark was observed from each ignition lead. The engine driven fuel pump was intact, and the drive shaft rotated normally when operated by hand. The turbocharger rotated freely. The top set of spark plugs were removed and exhibited dark colored combustion deposits and "normal – worn" electrodes when compared to the Champion Check a Plug guide.

The right engine's 3-bladed propeller had separated from the engine and was found in the wreckage path but remained attached to the crankshaft propeller flange. All three propeller blades remained captured in the hub. Two of the blades exhibited bending and twisting.

A visual survey of the left engine did not reveal any pre-impact abnormalities, and the propeller remained attached. The vacuum pump was removed, and adapter was placed in the vacuum pump drive pad to facilitate rotation of the crankshaft. Compression/suction was observed on all cylinders at the top spark plug openings. Internal engine continuity was confirmed through the valve train and to the accessory section. Ignition spark was observed on each lead, on both magnetos. The engine driven fuel pump was intact, and the drive shaft rotated normally when operated by hand. The turbocharger did not rotate freely when turned by hand, the resistance was attributed to impact. The top set of spark plugs were removed and exhibited black colored combustion deposits and "normal – worn" electrodes when compared to the Champion Check a Plug guide.

The left engine's 3-bladed propeller remained attached to the engine. One of the propeller blades was fractured and separated chordwise about 6 inches from the hub. The outer section of the fractured blade was located in the debris field. The second blade was bent aft and rotated beyond normal limits in the hub. The third blade exhibited aft bending.

The airplane was equipped with a Digital Display Monitor Panel (DDMP) which was removed and sent to the NTSB Vehicle Recorder Laboratory in Washington, DC, for download. The unit did not contain non-violate memory (NVM) pertinent to the accident flight.

A Federal Aviation Administration inspector examined the pilot's seat position. He reported that the seat appeared to be locked in the 3rd (forward) position and captured there by deformation of the cabin fuselage.

The NTSB IIC and technical representative from the engine manufacturer conducted the test. The left engine was functionally tested in a test cell. In order to run the engine, several damaged items had to be replaced or repaired, including: engine mounts, oil cooler, No. 6 valve cover, No. 6 ignition lead was repaired, and the left magneto was retimed from 50° before top dead center (BTDC) to match the right magneto at 26° BTDC. A test propeller, exhaust system, and waste gate controller were also installed for the engine run. The engine was started. The engine did not produce full rated horsepower and on occasions produced black exhaust. An exemplar fuel servo was installed on the engine and adjusted; the engine was able to produce rated horsepower. The engine's original fuel servo was examined, and it was found that the fuel servo's control linkage (rod and link assembly) was installed incorrectly.

Figure 1: {left} fuel servo on accident airplane and {right} exemplar servo. Yellow arrows point in the direction that the shaft would rotate.