Accident Overview
On November 17, 2019, at approximately 1552 mountain standard time, a Piper PA28R-180 (registration N3206R) sustained substantial damage after impacting a billboard and descending to the ground near Ogden, Utah. The flight instructor and pilot receiving instruction were seriously injured. The flight was conducted under Title 14 Code of Federal Regulations Part 91 as an instructional flight.
Events Leading to the Accident
Neither the flight instructor nor the pilot receiving instruction had a clear recollection of the events leading to the accident, but they recalled practicing touch-and-go landings when the accident occurred. No witnesses came forward; however, a video recorded from a vehicle on a nearby freeway captured the airplane as it struck the top of a 40-ft-tall billboard and descended to the ground about 2,200 ft southwest of the departure end of runway 17, adjacent to the freeway. All major components of the airplane were found in a small debris field around the wreckage. The wings and fuselage were substantially damaged.
Aircraft Systems and Postaccident Examination
The airplane was equipped with a backup landing gear extender system, designed to automatically extend the landing gear regardless of the selector position based on airspeed and engine power, and to prevent retraction until approximately 85 mph with full power. Manual override was possible via an emergency gear lever between the front seats. Postaccident examination revealed the landing gear was extended, the landing gear selector switch was in the up position, the emergency gear lever was near the normal (non-override) position, and the flaps were set to the 25° second notch position. Flight control continuity was established for aileron, rudder, and elevators, with no mechanical malfunctions or failures found that would have precluded normal operation.
Pilot Knowledge and Background
When questioned about his knowledge of the backup gear extender system, the flight instructor replied that he did not study the airplane’s systems very much. The flight instructor accrued about 5 hours of experience in the accident airplane prior to instructing in it. Two fellow flight instructors flew training flights with him; one mentioned using the emergency gear lever if the gear did not come up, and the other discussed the backup gear extender system but did not recall specifics. On a flight prior to the accident, the flight instructor reported that the gear in transition light did not extinguish and the airplane felt sluggish; he cycled the landing gear and got better performance but the light remained illuminated. The pilot receiving instruction recalled that on that prior flight, the landing gear would not retract after a touch and go until the instructor lowered the nose slightly to gain airspeed.
Environmental and Performance Factors
Density altitude was calculated at 4,472 ft. Runway 17 was asphalt, 5,197 ft by 100 ft. The airplane’s calculated weight at takeoff was about 2,197.5 pounds. According to the owner’s handbook, takeoffs are normally made with flaps up, but short field or difficult conditions allow 25° flaps. At maximum gross weight (2,500 lbs), takeoff distance with flaps 0° is 2,000 ft; with flaps 25°, 1,700 ft. Distance to clear a 50-ft obstacle is 3,800 ft (flaps 0°) and 3,200 ft (flaps 25°). Calculated rate of climb at observed conditions would be about 650 ft/min with flaps and gear retracted; no chart exists for climb with gear extended. The backup gear extender retraction speed for 4,000 ft is about 92 mph IAS.
Postaccident Statements and Service Bulletin
Postaccident interviews with both pilots were conducted, but neither was confident in the accuracy of their memories. In an email shortly after the accident while under medication, the flight instructor conjectured that if he were flying toward a billboard without power to climb and couldn't go around or under, he might use full flaps to rise over the obstacle, and that they would not have been performing a soft-field takeoff; he probably would have added 10° flaps for climb due to density altitude. The backup gear extender system was tested and operated normally during the annual inspection on January 7, 2018, according to a mechanic. Piper Service Bulletin 866A (March 1988) required removal of the backup gear extender due to concerns about pilot unfamiliarity, or alternative compliance requiring review and understanding of the system as detailed in the flight manual. The bulletin stated that failure to comply could result in inability to attain/maintain safe airspeeds, including reduced rate of climb due to delayed gear retraction.