The Australian Transport Safety Bureau did not conduct an on
scene investigation of this occurrence. The report presented below
was derived from information supplied to the Bureau.
The Piper PA 32R-301 aircraft, registered VH-WMC, was intended
to be flown on a return charter flight from Winton to Boulia in
Queensland. The flight was to familiarise the pilot in command with
the route and the facilities at Boulia Aerodrome. The aircraft
load, which comprised 300 litres of fuel and six adults, including
the pilot in command and the aircraft owner, placed the aircraft
approximately 67 kg above the maximum allowable take-off weight.
The weather was bright and clear with a light easterly wind, and an
ambient temperature of approximately 15 degrees C.
The pilot in command reported that all pre-flight checks and
engine indications were normal, and that the elevator trim was set
rearward of the neutral position, in accordance with the Aircraft
Operating Manual. One stage of flap was selected and they were
using runway 14 at Winton. The initial take-off roll was normal and
rotation was initiated at about 80 knots. The pilot reported that
the aircraft became airborne and then veered to the left of the
runway centreline. The pilot lowered the nose of the aircraft
slightly in an attempt to gain airspeed and increase aircraft
control, but it veered right and travelled beyond the edge of the
runway towards the aerodrome boundary fence. Throughout this
period, the aircraft became airborne but did not fly out of ground
effect. In a further attempt to increase speed, the pilot retracted
the landing gear. However, the aircraft settled onto its lower
fuselage and collided with the aerodrome boundary fence.
On the day before the accident, the pilot in command completed
three circuits as a refamiliarisation exercise in the aircraft
type. The aircraft owner, also a pilot, accompanied the pilot in
command and occupied the right cockpit seat. No other persons were
on board the aircraft. At the owner's suggestion, the pilot in
command set the elevator trim close to the full forward position
before takeoff. The owner reported that the pilot in command
handled the aircraft satisfactorily.
The Aircraft Operating Manual stated that for a normal takeoff,
the elevator trim should be set slightly rearward of neutral, and
that the aircraft should be accelerated to 74 to 80 knots,
depending on its weight, before backpressure on the control wheel
was applied to rotate the aircraft to the climb attitude. From the
information provided, it is likely that a combination of the
different trim setting, the rear centre of gravity position, and
the higher aircraft weight for the accident takeoff, compared with
the flight the previous day, resulted in the aircraft assuming a
high nose-up attitude after becoming airborne. The resultant drag
lead to the control difficulties reported by the pilot and
prevented the aircraft accelerating to the normal climb speed.