History of Flight
On December 1, 2019, about 1825 central standard time, a Piper PA24-250 airplane, N6678P, sustained substantial damage when it impacted terrain near San Antonio International Airport (KSAT), San Antonio, Texas. The private pilot, flight instructor, and passenger were fatally injured. The flight was operated under Title 14 Code of Federal Regulations Part 91 as an instructional flight.
The airplane departed Sugar Land Regional Airport (SGR), Houston, Texas, about 1716 on a visual flight rules flight plan with flight following, destined for Grier Airport (71TX), Boerne, Texas. Paperwork found in the airplane indicated the pilot was training for an instrument rating, though it is unknown if training was underway before the accident or was to begin at 71TX. During cruise flight, the pilot reported an "engine failure" to San Antonio Approach Control and declared an emergency. Initially cleared to circle for runway 04 at SAT, the pilot was then cleared to circle at his discretion. The pilot reported having the airport in sight and was cleared to land on runway 13R. He responded that they were circling above and would land on 13R. During the approach, a brief distressed radio transmission was heard on tower frequency, and the tower controller observed the airplane in a spiraling descent. A ground witness described the airplane turning east and going nose down toward the ground.
ADS-B data analysis showed the airplane heading toward approach fix OWEKY for the RNAV 35 approach to Boerne Stage Field until about 1822, when it began maneuvering to land on runway 13R at SAT. The airplane flew southwest and descended to about 2,900 ft MSL, then rolled out toward the approach end of 13R, approximately 2,000 ft above the touchdown zone, 0.48 nautical miles from the threshold, and 1,200 ft right of centerline. The pilot continued a descending left turn away from runway 13R for about 0.6 nautical miles, descending to 2,000 ft MSL. At 1825:13, the airplane began a left turn toward runway 13R at 66 KCAS. Mid-turn, airspeed was 76 KCAS and descent rate increased to about 1,200 fpm. As the turn neared 180° back to runway 13R, descent rate exceeded 6,000 fpm and airspeed increased to 93 KCAS before decaying. At 1825:29, the airplane tracked southeast toward the runway along Rhapsody Drive. At 1825:30.7, it slowed below the published stall speed of 56 knots, with the last recorded point about 50 KCAS. The airplane flight manual lists stall speed at 62 knots with landing gear and flaps up, and 56 knots with gear and flaps extended.
A surveillance camera captured the impact, showing landing lights rotating counterclockwise as the airplane descended approximately 70° nose down in a spiral before hitting terrain.
Personnel Information
The private pilot owned the airplane. His recovered logbook showed he received his private pilot endorsement on October 3, 2014. He flew frequently and received instrument training from the accident flight instructor. It is unknown if instrument training was being conducted on the accident flight. The pilot had logged at least 151.4 hours in the accident airplane and approximately 404.9 total hours. His most recent flight review record was not located.
The flight instructor's logbook was not provided. She held a current FAA BasicMed certificate dated March 8, 2018. On a previous medical application (May 12, 2016), she reported over 2,150 total hours. It could not be determined if she was acting as an instructor or was a pilot-rated passenger during this flight.
Aircraft Information
Engine maintenance logbooks indicated the most recent work on November 14, 2019, consisted of an oil change and new oil filter; the mechanic noted no foreign debris in the previous filter and an operational check with no leaks. At that time, the engine had 4,686.4 total hours and 555.3 hours since major overhaul. An annual inspection on April 17, 2019, revealed no discrepancies.
A fuel receipt found in the wreckage showed the airplane was fueled with 33 gallons of 100 low lead aviation fuel at David Wayne Hooks Memorial Airport on the morning of the accident.
Wreckage and Impact Information
The airplane impacted in a nose-low attitude in an empty parking lot, creating a small crater in the asphalt. All major components were present. Flight control continuity was established from cockpit to surfaces. Flap position could not be determined. The landing gear switch was down and bent. Fuel screens were clear. The left wing fuel filler access door was open, with an orange microfiber towel wedged between the door and filler cap; the cap was loose and could be removed without loosening the rubber stopper. The lift detector vane was impact-damaged but electrical continuity was confirmed. The stabilizer trim jackscrew was consistent with partial nose-up trim.
Engine examination revealed a fractured crankshaft; National Transportation Safety Board Materials Laboratory analysis determined the fracture surface was consistent with overstress with no evidence of preexisting damage. No other engine anomalies that would preclude normal operation were found. The metal three-bladed Hartzell propeller remained attached. Blade A had chordwise scratches on the cambered side and aft bending and twisting. Blade B had a few chordwise scratches. Blade C was bent aft about 12 inches from the hub but relatively undamaged.
Medical and Pathological Information
Autopsies conducted by the Bexar County Medical Examiner's Office on the private pilot and flight instructor ruled the cause of death as blunt force injuries. Toxicology testing by the FAA's Forensic Services Laboratory for the private pilot showed no evidence of impairing drugs. For the flight instructor, testing identified ethanol in the liver (12 mg/dL) but not in muscle, as well as amlodipine and atorvastatin, which had been previously reported to the FAA.