History of Flight
On May 16, 2015, at about 1231 central daylight time, a Piper PA-24-260 airplane, registration N9032P, impacted terrain near Spring Branch, Texas. The pilot and three passengers sustained fatal injuries. The airplane was destroyed during the impact and subsequent ground fire. The flight was operated under 14 CFR Part 91 as a personal flight and was not on a flight plan. Day visual flight rules conditions prevailed. The local flight was originating from Kestrel Airpark (1T7), Spring Branch, Texas.
A witness at 1T7 observed the accident airplane taxi from the common area/hangars on the north taxiway and head to runway 12. The witness estimated the wind as 20 knots sustained, gusting 25–30 knots, creating a strong quartering headwind for runway 12. He watched the takeoff roll. The aircraft climbed to about 20–30 feet when abeam the witness, then its nose dropped for a couple of seconds. It then climbed out, and the witness saw and heard the landing gear retracting. The airplane was about 100 feet above ground. It then appeared to weathervane into the wind and continued climbing to about 200–300 feet. The witness stopped watching at that point. He noted nothing unusual about the appearance or sound of the airplane during taxi or takeoff. The airplane banked left, descended, and impacted terrain nose down near a store parking lot.
Personnel Information
The 38-year-old pilot held a FAA private pilot certificate with airplane single-engine land and multi-engine land ratings, and an FAA airframe and powerplant mechanic certificate. His last medical examination was on March 29, 2010, when he was issued a first-class medical certificate with no limitations. On that application, he reported 96 total flight hours. Records show he first applied for a private pilot certificate (single-engine) on January 5, 2007, received a disapproval, reapplied on January 10, 2007, and was issued the certificate. On May 21, 2014, he applied for a multi-engine rating, received a disapproval, reapplied on November 6, 2014, and was issued the rating. On that reapplication, he indicated 122.1 total flight hours, including 44.6 hours as pilot-in-command and 10.6 hours of instrument time.
Aircraft Information
N9032P was a 1966 Piper PA-24-260 Comanche, serial number 24-4494. It was an all-metal airplane seating four with a maximum gross weight of 3,100 pounds. It was powered by a 260-horsepower, six-cylinder, horizontally opposed, air-cooled, fuel-injected, normally aspirated Lycoming IO-540-D4A5 engine, serial number L-3449-48, equipped with a two-bladed constant-speed Hartzell propeller. The airplane was equipped with wing flaps and retractable tricycle landing gear. A receipt showed the airplane was serviced at 1T7 with 49.7 gallons of aviation gasoline on May 16, 2015 at 1059.
N9032P was involved in a ground accident in November 2013, when the left wing impacted a hangar and sustained damage. The airplane was salvaged, bought by several parties, and subsequently sold to the pilot. Logbooks reviewed at the pilot's hangar indicated an annual inspection completed on September 3, 2012. At that time, the engine installed had serial number L-3447-48, the airframe had accumulated 8,690.9 hours, and the engine had 1,917.7 hours since major overhaul. According to the engine manufacturer, the IO-540-D4A5 engine serial number L-3449-48 was returned to Lycoming in July 2012, overhauled, converted to an IO-540-C4B5, and installed on a Piper Aztec. An undated FAA Aircraft Bill of Sale form and an unstamped envelope were found in the hangar, along with invoices and mechanic's notes consistent with structural wing repair, engine overhaul, and routine maintenance. Recent logbooks documenting the airplane's repair, inspections since the ground accident, and flight time were not found.
Meteorological Information
At 1206, the recorded weather at San Antonio International Airport (SAT) was: wind 150 degrees at 13 knots; visibility 10 statute miles; scattered clouds at 2,200 feet, broken clouds at 3,000 and 4,300 feet; temperature 27°C; dew point 22°C; altimeter 29.88 inches of mercury. At 1251, the recorded weather at SAT was: wind 160 degrees at 13 knots, gusting to 22 knots; visibility 9 statute miles; scattered clouds at 2,300 feet, broken clouds at 3,700 and 4,800 feet; temperature 28°C; dew point 22°C; altimeter 29.86 inches of mercury.
Wreckage and Impact Information
All major components were accounted for at the accident site. The airplane came to rest on terrain and on a retaining wall adjacent to a store parking lot, about 1/4 mile and 22 degrees magnetic from the intersection of US Highway 281 North and Flightline Drive. The left wing separated from the fuselage and was found on the retaining wall. It exhibited an outboard unpainted skin section consistent with a replacement, which remained attached. Wing separation surfaces were consistent with overload. The fuselage and empennage rested on terrain at the top of the wall. The cockpit was deformed, discolored, and sections consumed by ground fire. The right wing was also deformed, discolored, and its inboard section consumed by fire. The empennage was deformed forward in an accordion-like manner. The left horizontal stabilizer outboard section was deformed and discolored; its nylock nuts were in place but removable by fingertip pressure. Flight control cables were traced from cockpit to each control surface; all separations were consistent with overload. Flaps and landing gear were retracted. The engine and propeller were forward of the fuselage near a soot-discolored tree. One propeller blade separated near its hub; the other blade's tip separated, with chordwise gouges on its flat face. Charred paper pieces with instrument rating flight training notes were found. The engine was intact without signs of catastrophic failure, though the accessory case was discolored and deformed; the right magneto and aft section of the engine-driven fuel pump were missing. The crankshaft rotated by hand confirmed continuity. Compression check showed suction and thumb compression in all cylinders. The left magneto showed thermal deformation and discoloration. The fuel manifold contained a trapped liquid with water detectable by water-disclosing paste. The fuel servo was deformed and discolored. Engine control cables were traced and separations were consistent with overload. No anomalies not attributable to the post-accident fire were observed.
Medical and Pathological Information
The Comal County Coroner arranged an autopsy, which indicated the pilot's cause of death as multiple blunt force injuries. The FAA Civil Aerospace Medical Institute (CAMI) prepared a Final Forensic Toxicology Accident Report. Results (in ug/ml or ug/g) included: Tetrahydrocannabinol (THC) in blood 0.0143, lung 0.013, brain 0.0037; Tetrahydrocannabinol Carboxylic Acid (THC-COOH) in lung 0.1946, brain 0.0179, blood 0.0119. NMS Laboratories also identified THC (0.034 ug/ml) and THC-COOH (0.0084 ug/ml) in cardiac blood. The National Transportation Safety Board Chief Medical Officer reviewed the findings. According to the CAMI report and a NHTSA technical report, THC is a psychoactive drug with mood-altering effects and performance impairments. Interpreting postmortem results is complex due to possible redistribution.
Fire
A store parking lot camera video showed the airplane descending nose-down, and a flame consistent with ground fire started at 1231.