History of Flight
On February 20, 2015, at approximately 1017 central standard time, a Piper PA-32RT-300T single-engine airplane, registration N22267, overran the end of runway 17 during an aborted takeoff at Lubbock Executive Airpark (F82), Lubbock, Texas. The private pilot and passenger were not injured. The airplane was substantially damaged. The flight was operated under 14 Code of Federal Regulations Part 91 as a business flight with an instrument flight plan. Day visual meteorological conditions prevailed.
The pilot reported attempting a short-field takeoff with 25° of wing flaps. While taxiing, a radio transmission indicated surface wind from 220° at 4 knots with gusts to 14 knots. The pilot held brakes until takeoff power was achieved. Upon reaching 80 knots indicated airspeed (KIAS), he applied aft yoke pressure to rotate, but the airplane did not respond. He attempted a second rotation using both hands, with no effect. The pilot aborted the takeoff as the airplane crossed midfield, reduced power to idle, and applied brakes. The airplane overran the runway into a plowed field, where the landing gear collapsed. The left wing sustained substantial damage.
The passenger, the pilot's spouse, noted that earlier at Lubbock International Airport (LBB) she observed airplanes departing to the north. At F82, she asked about winds; the pilot indicated the windsock showed southwest winds. She also heard the CTAF wind report. During takeoff, she monitored the airspeed and observed the pilot's rotation attempts and subsequent abort. She reported that the airplane slowed but insufficient runway remained. After the landing gear collapsed in soft soil, the airplane came to rest on its lower fuselage, and both exited uninjured.
Personnel Information
The 59-year-old pilot held a private pilot certificate with single-engine land and instrument ratings. His most recent FAA third-class medical certificate was issued August 15, 2014, with a corrective lenses limitation. He reported 722 total flight hours, all in single-engine airplanes, with 672 hours as pilot-in-command, 111 hours at night, and 34 hours in actual instrument conditions. He flew 58 hours in the 90 days before the accident and 19 hours in the 30 days before. His most recent flight review was completed November 17, 2013, in a Piper PA-28-180. The pilot had 37.5 hours in the Piper PA-32RT-300T, all within the preceding 4 months, and his only T-tail experience was in this type. He logged 2.9 hours in another PA-32RT-300T before his first flight in the accident airplane on November 21, 2014. He had completed 22 flights and 43 takeoffs and landings in the accident airplane.
Aircraft Information
The 1978-model Piper PA-32RT-300T, serial number 32R-7887252, was a low-wing, aluminum semi-monocoque airplane powered by a 300-horsepower Lycoming TIO-540-S1AD reciprocating engine and a Hartzell three-blade constant-speed propeller. It featured a T-tail stabilator, wing flaps, and retractable tricycle landing gear. Useful load was 1,201 pounds; maximum takeoff weight was 3,600 pounds. The pilot purchased the airplane on November 29, 2014. The last annual inspection was completed September 1, 2014, at 5,008.74 hours total airframe time. At the accident site, the tachometer indicated 5,044.83 hours. The engine had 1,142.73 hours since overhaul. No unresolved airworthiness issues were found. Total fuel capacity was 98 gallons; the pilot estimated 70 gallons on board. Postaccident weight and balance showed a ramp weight of 3,359 pounds, within normal category envelope with center of gravity at 88.91 inches aft of datum.
Meteorological Information
A review by an NTSB senior meteorologist indicated synoptic conditions with a trough of low pressure and a high-pressure system over southern Colorado, resulting in westerly surface winds of 5 to 10 knots gusting to 25 knots. The nearest aviation weather station, Lubbock International Airport (LBB), about 12 miles north, reported at 0953: wind 290° at 9 knots, 10 miles visibility, broken clouds at 26,000 and 30,000 feet, temperature 13°C, dew point -2°C, altimeter 29.79 inHg. At 1053: wind 280° at 17 knots gusting 23 knots, visibility 10 miles, scattered clouds at 26,000 and 30,000 feet, temperature 20°C, dew point -4°C, altimeter 29.78 inHg. Postaccident wind calculations based on the 0953 report gave an 8-knot crosswind and 4-knot tailwind for runway 17; a 15-knot gust would have produced a 13-knot crosswind and 7-knot tailwind. Based on the 1053 report, the crosswind and tailwind were 16 and 6 knots, respectively; with a 23-knot gust, 22 and 8 knots.
Wreckage and Impact Information
FAA inspectors from the Lubbock Flight Standards District Office examined the wreckage. Continuous tire skid marks began about 810 feet from the departure end of runway 17. The airplane came to rest about 20 feet past the runway end on a southwest heading, resting on its lower fuselage with all three landing gear collapsed. The control yoke exhibited slight stiffness at about half aft travel, but no binding or impediment to full travel. The slight stiffness was resolved with lubricant. Stabilator travel was within manufacturer specifications. Cable tension for the upper and lower stabilator control cables measured 19 and 21 pounds, respectively; the maintenance manual specified 33 pounds (temperature corrected). Despite low tension, the elevator control system functioned as designed. The cockpit pitch trim indicator was slightly nose-up, consistent with takeoff trim. No anomalies were found with the pitch trim system, anti-servo tab, or other flight controls. The airspeed indicator was tested and found to read 5 knots higher than actual airspeed.
Additional Information
The pilot reported two previous abnormal takeoffs since purchasing the airplane. On December 20, 2014, the airplane did not lift off when rotated at 70 KIAS; it became airborne after a second rotation at higher speed. On December 26, 2014, the airplane did not lift off at 80 KIAS, and the pilot aborted the takeoff, stopping on the remaining runway. According to the Piper PA-32RT-300T Pilot Operating Handbook, normal takeoff rotation speed is 75 to 85 KIAS; short-field takeoff with 25° flaps calls for rotation at 65 to 69 KIAS.