History of Flight
On July 8, 2016, at approximately 1617 central daylight time, a Piper PA-32R-300 single-engine airplane, registration N32KK, impacted terrain following a loss of control in the airport traffic pattern shortly after takeoff from West Houston Airport (IWS), Houston, Texas. The private pilot and three passengers were fatally injured, and the airplane was destroyed. The flight was conducted under Title 14 CFR Part 91 without a flight plan in day visual meteorological conditions. The intended destination was Gillespie County Airport (T82), Fredericksburg, Texas.
Numerous witnesses observed the airplane during its takeoff from runway 15. Several witnesses saw the forward baggage compartment door in a fully open, vertical orientation shortly before rotation. The pilot continued the takeoff, and the airplane climbed on runway heading to 100–150 ft above ground level before entering a left turn to the crosswind leg. One witness estimated the left turn began as the airplane crossed the departure threshold. Several witnesses reported a bank angle of 30° to 45° during the turn. The airplane continued turning left to the downwind leg, briefly rolled wings-level, then entered an aerodynamic stall/spin to the left and descended nose-down into terrain. No witnesses reported engine anomalies.
A tracklog from the pilot's Apple iPad 4 with ForeFlight showed the airplane held short of runway 15 until about 1615:51, began takeoff roll at 1616:04, became airborne at 1616:27 with about half the runway remaining. At 1616:31, at 74 knots groundspeed and 128 ft GPS altitude, the airplane deviated left of centerline, following a left arc with a peak GPS altitude of 179 ft at 1616:53. At 1616:59, it was on a 349° true heading at 139 ft and 84 knots; four seconds later it descended to 121 ft and decelerated to 1 knot groundspeed.
Personnel Information
The 41-year-old pilot held a private pilot certificate with single-engine land and instrument ratings. His most recent FAA second-class medical certificate was issued April 14, 2016, with no limitations. He reported 1,350 total flight hours, with 50 hours in the previous 6 months. No prior accidents or enforcement proceedings were found.
According to a March 28, 2016 insurance application, the pilot had 1,350 total hours, 60 hours in the Piper PA-32R-300, and his last flight review was completed April 5, 2015. Airplane use records showed his first flight in the accident airplane was February 19, 2015, totaling 72.1 hours. He flew 41.8 hours in the 12 months before the accident, 15 hours in the 6 months, 7.5 hours in the 90 days, and none in the 30 days. He did not fly in the 24 hours before the accident.
Aircraft Information
The 1976-model Piper PA-32R-300 (serial number 32R-7680117) was a low-wing monoplane of aluminum semi-monocoque construction. It was powered by a 300-horsepower Lycoming IO-540-K1A5D engine driving a constant-speed Hartzell two-blade propeller. The five-seat airplane had retractable tricycle landing gear and flaps. Its useful load was 1,376.75 pounds, maximum takeoff weight 3,600 pounds. The airplane was exported to Japan in 1976, reimported in 1995, and registered to the current owners on April 30, 2015.
The last annual inspection was completed June 27, 2016, at 4,508.4 total airframe/engine hours. Tachometer indicated 3,124.4 hours at inspection and 3,125.5 at the accident site. Total time since new was 4,509.5 hours. Engine time since overhaul was 465.5 hours (overhauled August 9, 2012); propeller time since overhaul was 561.5 hours (overhauled February 7, 2012). No unresolved airworthiness issues were noted. Fuel tanks were topped off before the flight; total capacity 98 gallons.
Meteorological Information
Day visual meteorological conditions prevailed. The nearest weather station was Houston Executive Airport (TME), 12 miles west. At 1615, the automated system reported wind 190° magnetic at 11 knots, 10 miles visibility, few clouds at 6,000 ft, temperature 35°C, dew point 23°C, altimeter 30.00 inHg.
Wreckage and Impact Information
The accident site was in a wooded residential area about 0.5 mile east-northeast of the airport terminal. Initial impact was with a 60-ft pine tree fractured 6.5 ft above ground. A 100-ft debris path oriented 330° true heading led to the main wreckage, found upright on a 180° heading, 42 ft from initial impact. The main wreckage (fuselage aft of cockpit, both wings, empennage) was largely destroyed by postimpact fire. Flight control cable continuity could not be established due to impact and fire damage; observed separations were consistent with overstress. The mechanical flap control lever was fully retracted. All three landing gear actuators were extended. The fuel selector was positioned to the right tank.
The cockpit, forward baggage compartment, engine, and propeller were located 58 ft beyond the main wreckage. The cockpit instrument panel was fire-destroyed. The landing gear selector switch was down; ignition key-switch was in BOTH. The forward baggage compartment door was found 15 ft from the baggage compartment, with the latch mechanism unlatched and key-lock unlocked. A functional test of the latch showed no anomalies; the door frame latch catch was undamaged.
The engine remained attached to the firewall; propeller attached to crankshaft. The propeller exhibited torsional twisting, trailing edge S-bending, and burnishing. Internal engine continuity was confirmed; compression and suction were noted on all cylinders. The magneto did not spark but was fire-damaged. Boroscope inspection of cylinders, pistons, valves was normal. Upper spark plugs showed normal operation. No obstructions or contamination were found in the fuel injection servo, mechanical fuel pump, fuel flow divider, or injectors. The oil pump discharged oil; oil suction screen was clean. No mechanical malfunction or failure was found that would have precluded normal engine operation.
The airplane was not equipped with a forward baggage compartment door annunciator. According to the airframe manufacturer, Piper PA-32 series airplanes from the 1983 model year with serial numbers starting 32-8306001 were factory-equipped with such an annunciator.
Medical and Pathological Information
An autopsy by the Harris County Institute of Forensic Sciences attributed the pilot's cause of death to multiple blunt-force and thermal injuries. FAA toxicology tests were negative for carbon monoxide and ethanol. Cetirizine was detected in urine but not in blood; its absence in blood is considered non-impairing. Cetirizine is a potentially-sedating antihistamine (Zyrtec).
Tests and Research
The airplane was equipped with an Electronics International UBG-16 engine monitor and FP-5L fuel computer, both thermally damaged and unable to yield non-volatile data. An Electronics International MUX-8A data recorder was recovered; its last recorded data was from June 5, 2015, with no data from the accident flight.