History of Flight
On November 16, 2013, about 1045 central standard time, a Piper PA-28-140 airplane, registration N57DB, impacted terrain after departing from Stinson Municipal Airport (KSSF), San Antonio, Texas. The aircraft was operated as a personal flight under 14 Code of Federal Regulations Part 91 by a private individual. Visual meteorological conditions prevailed, and no flight plan was filed. The flight was intended for Pleasanton Municipal Airport (KPEZ), Pleasanton, Texas.
The pilot reported that he advanced the throttle to full forward on the runway. The engine produced normal thrust, airspeed reached 60 mph, and the tachometer indicated 2,700 rpm. Acceleration was smooth with normal indications at rotation. About 600 feet above ground level, the nose began to lower, airspeed remained at 60 mph, and the tachometer indicated 2,000 rpm. The pilot informed air traffic control that the engine was not producing sufficient power and that he would return to the runway. He pitched the nose down to prevent a stall, ensured throttle and mixture controls were full forward, and the electric fuel pump was on. Seconds after the transmission, the airplane impacted a creek bank and a tree.
Pilot Information
The 57-year-old pilot held a private pilot certificate with single-engine land and instrument ratings. He received a third-class medical certificate on April 12, 2013, with no limitations. The pilot reported 583 total flight hours, including 231 hours in the accident make and model. His most recent flight review was completed on January 17, 2012.
Aircraft Information
The Piper PA 28-140, manufactured in 1969, was a four-place, low-wing, single-engine airplane powered by a 150-horsepower Lycoming O-320-E2A engine driving a two-blade metal Sensenich propeller. An annual inspection was completed on November 4, 2012, at an airplane total time of 3,829.82 hours, with no anomalies noted. The airplane was 12 days overdue for its next annual inspection.
Meteorological Information
At 1048, the automated weather report at KSSF reported wind from 180 degrees at 10 knots, visibility 10 miles, ceiling broken at 3,500 feet, temperature 79 degrees Fahrenheit, dew point 64 degrees Fahrenheit, and altimeter setting 29.89 inches of mercury.
Wreckage and Impact Information
The airplane impacted a creek bank and a tree on the departure end of runway 14 at KSSF. It came to rest upright. The fuselage was broken apart and twisted about 90 degrees to the right due to impact with the tree. The engine remained attached to the airframe. The airframe had been cut in multiple places for recovery and transport, but all parts were accounted for. Flight control cable continuity was verified to all controls except where cuts were made during recovery. No airframe anomalies were noted that would have precluded normal operation.
Postaccident examination of the engine revealed that spark plugs in the number 2 cylinder contained dark sooting. Borescope inspection showed the number 2 cylinder had sooting and was significantly darker than other cylinders. The propeller was rotated by hand, and compression and suction were observed on all cylinders. The magnetos were removed and manually rotated; each produced a spark from respective terminals. The exhaust flame diffuser and center baffle were damaged and loose inside the muffler. The exhaust ports were not blocked. The carburetor venturi contained a stain on the inside. The oil screen was not obstructed but contained a significant amount of carbon deposits.
The carburetor induction air inlet duct was single-thickness scat-type ducting. The material had frayed edges, loose strings, and most of the wire was loose and separated from the duct. The air duct was not of the same material described for Piper Aircraft part number 99849-4, which should have been installed in accordance with Piper Aircraft Service Bulletin (SB) 356.
Additional Information
Piper Aircraft Service Bulletin (SB) 356, effective September 15, 1972, addressed more positive inspection and maintenance practices for the induction air inlet duct. The installed duct did not meet the specifications for Piper part number 99849-4.
On August 6, 2014, the Federal Aviation Administration issued Special Airworthiness Information Bulletin (SAIB) CE-14-23, recommending that owners, operators, and maintenance personnel of Piper Models PA-28 and others inspect the air inlet duct within the next 25 hours to verify it is an approved Piper part and does not exhibit broken or loose cords on the external surface, loose or displaced supporting wire, or signs of wear, perforation, deterioration, or collapse. If any condition exists or the duct is not an approved Piper part, it must be replaced before the next flight.
The airplane contained an engine data monitoring card, but it did not contain information pertaining to the accident flight.