Accident Summary
On March 27, 2015, at approximately 0910 central daylight time, a Piper PA-32R-301T airplane, registration N9284, operated by the private pilot-owner, was substantially damaged during a forced landing following a loss of engine power shortly after departing from Stephenville Clark Regional Airport (SEP), Stephenville, Texas. The pilot and one passenger sustained serious injuries. The flight was conducted under Title 14 Code of Federal Regulations Part 91 in visual meteorological conditions; no flight plan was filed. The airplane departed SEP around 0905, destined for Wharton Regional Airport (ARM), Wharton, Texas.
Pilot Account
The pilot reported that during takeoff from runway 32, the engine lost power at pattern altitude. The engine surged, and the pilot noted something was abnormal. He confirmed the fuel switch and fuel pump were on, and attempted to turn left downwind to land back at SEP. He extended the landing gear and flaps, but the engine surged two or three more times before shutting down completely south of the runway at about 300 feet above ground level. The pilot stated that the wind had increased since takeoff, making it impossible to land on the intended runway, so he retracted the landing gear and flaps. Concerned about fuel quantity, he decided the safest option was to land straight ahead on Highway 67. As the airplane descended below tree level, he extended the landing gear and flaps for a road landing. The airplane contacted a power line, and the right wing struck tree branches. The airplane landed on its right main landing gear and flipped over.
Witness Observations
Several witnesses driving on Highway 67 observed the airplane descending toward the roadway, making contact with trees and power lines before colliding with the ground along the roadside. One witness reported seeing a man removing two dogs from the wreckage. First responders arrived and transported the occupants to a local hospital.
Weather and Airport Information
The reported weather at SEP at the time of the accident included clear skies, wind from 240 degrees at 9 knots, temperature 13°C, dewpoint 0°C, and barometric pressure 30.19 inches of mercury. SEP had no control tower, and no radio communications were recorded.
Aircraft Examination
The wreckage was recovered and examined on April 13, 2015, under the supervision of an FAA inspector. The airframe examination revealed damage consistent with impact forces, with no pre-impact mechanical anomalies found. Flight control continuity was established, and the fuel system appeared intact. Fuel samples exhibited blue coloration consistent with 100LL aviation gasoline, tested negative for water using Kolor Kut, and the fuel filter was clean.
The engine examination showed external impact damage but no pre-impact mechanical anomalies except for the left magneto. The right magneto produced spark at all terminals when rotated with an electric drill, while the left magneto did not generate spark, although its impulse coupling was heard snapping. The fuel injector was impact-separated at the throttle plate, and all control cables were intact. The fuel injector inlet screen was free of contaminants, and fuel was present throughout the system with no water detected. The engine was rotated manually, yielding thumb suction and compression on all cylinders, and valve train and crankshaft continuity was confirmed. Cylinder borescope inspection revealed no defects.
Propeller Examination
The propeller assembly sustained impact damage consistent with the forced landing, with no pre-impact anomalies noted. The three blades (labeled A, B, and C) were twisted opposite the direction of rotation and bent aft at varying angles: Blade A bent approximately 90° near mid-span, Blade B about 60°, and Blade C about 10°. Leading edges showed abrasion, dents, chordwise scratches, and paint wear.