The Beech 77 pilot told NTSB investigators that he conducted a preflight inspection and an engine run-up with no anomalies noted. The airplane took off from Runway 21 at Lihue Airport (PHLI) in Hawaii.
While the automatic terminal information service (ATIS) information reported that the wind was from 170° at 12 knots, the tower assigned him Runway 21 and not Runway 17.
During climb-out, when the airplane was about 100 to 200 feet above ground level (AGL), the airplane stopped climbing. The pilot noted no change in engine noise and reported that all cockpit indications were normal except for the vertical speed indicator, which was moving between 0 and 100 feet per minute and possibly below zero.
Toward the end of the runway, the airplane stalled, descended, and hit a fence at the edge of the airport property. The airplane came to rest just past the airport fence into a storage yard. The airplane sustained substantial damage to both wings and the fuselage.
The pilot sustained serious injuries and the passenger sustained minor injuries.
In the NTSB Pilot/Operator Accident Report (Form 6120.1), the pilot reported no preimpact mechanical malfunctions or failures with the airplane that would have precluded normal operation.
The airplane was equipped with a JPI-700 engine data monitor. The data revealed engine exhaust gas temperatures and cylinder head temperatures were increasing throughout the flight with no signs of decreasing temperatures.
A review of the Airport Facility Directory information for PHLI indicated no warning or notices for any potential turbulence or wind shear conditions for departures on Runway 21. A review of the topography indicated an east-to-west ridge that rises to about 2,297 feet about four miles southwest of the centerline of Runway 21. The ridge could produce downdraft conditions with strong southerly low-level wind on the departure path for Runway 21.
Departures on Runway 17 at PHLI would not result in any turbulence or downdrafts because there is no terrain directly south of the airport.
A pilot for a commercial operator departed from Runway 21 about 20 minutes before the Beech 77. This pilot reported that his airplane was “always” at or above 800 feet AGL at the end of the runway. On this departure, the airplane was only at 300 feet.
The pilot also reported that downdrafts from the mountain when using Runway 21 are not detected by airport wind sensors. In addition, he reported that company pilots are now required to use Runway 17 and avoid Runway 21.
Probable Cause: The airplane’s exceedance of its critical angle of attack after encountering a downdraft during departure, which resulted in an aerodynamic stall and impact with terrain.
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This December 2022 accident report is provided by the National Transportation Safety Board. Published as an educational tool, it is intended to help pilots learn from the misfortunes of others.
When I flew at Leadville, CO (9934ft elevation) with a local DPE in her older Skyhawk, the airplane was performing to book at that elevation (100-300fpm exactly at Vy) but we couldn’t climb fast enough to even make it over the first ridge a mile ahead off runway 16. The weather was good – wind probably close to 10 on the nose (nearly 20 years ago). She knew this would happen and instructed me to make an early right crosswind turn toward the valley and descending terrain where we continued the climb with no problems. Strong downdrafts can occur on either approaches or departures. The most the pilot can do at least with pitch and power is to apply maximum power and pitch to Vx. This of course can be quite mentally challenging if there is no escape route and the airplane continues to descend toward the ground. But it would be better to continue maximum resistance at Vx (which would also be in a landing attitude) and contact the ground probably at a rate of descent that will not damage anything than to pull back, stall, and fall to the ground out of control. Easier said than done of course.
Had a stretch on a frequently traveled route that while never noticed in my Mooney, my C-172 would sustain a 100 ft drop.
It’s about power.
A Beech Skipper has pretty marginal climb performance under normal conditions. Throw in a downdraft….