Accident Overview
On June 25, 2021, at approximately 1000 central daylight time, a Piper PA-28-140, registration N4216J, sustained substantial damage during an accident near North Houston Airport (9X1) in Porter, Texas. The pilot and a passenger were not injured. The flight was conducted under Title 14 Code of Federal Regulations Part 91 as a personal flight. The purpose of the flight was to relocate the aircraft because the airport was permanently closing the day after the accident.
Flight and Witness Accounts
According to the pilot and the pilot-rated passenger, preflight, taxi, and run-up checks were normal. The airplane was aligned on the runway for takeoff. Full engine power was applied while the brakes were held, and engine instruments were checked. After brake release, the airplane accelerated to takeoff speed, rotated, and began to climb. During the initial climb, the airspeed did not increase, prompting the pilot to make a right turn to avoid trees. The pilot subsequently landed on a nearby construction site, where the airplane struck an embankment, damaging the fuselage and left wing.
A flight school owner on the airport ramp heard the takeoff. He estimated the engine was producing approximately 2,000 rpm during the takeoff roll. He observed the airplane rotate about 1,800 feet down the runway and climb into ground effect, where it remained. He lost sight of the airplane and did not witness the accident. He also noted that he did not hear or see a pre-takeoff engine check.
The airport manager heard the engine run-up and thought it ran rough during the magneto check. He noted that the engine sounded normal except during the magneto check. He reported that the airplane’s flaps were extended, but he could not determine the amount. During takeoff, he observed a non-aggressive throttle application and slow movement down the runway. He thought the pilot might have been taxiing back but then realized the takeoff was proceeding. He believed the engine was not at full power and speculated the pilot might be attempting to clear the magnetos. The airplane became airborne about midfield and climbed slowly. The manager expected the pilot to land straight ahead but instead saw the aircraft turn right toward the west and disappear from view.
Postaccident Examination
A postaccident examination revealed heavy impact damage to the front of the airplane. The engine was tilted downward, and the carburetor was partially broken from the engine sump due to impact. A visual inspection of the engine found no preimpact anomalies. One propeller blade exhibited gentle bending in the aft direction. The engine could be rotated by hand, and continuity of the valve train and accessory section was confirmed. The upper set of spark plugs appeared normal with a light gray color. The engine produced suction and compression during rotation. The engine-driven fuel pump was removed and actuated by hand, appearing functional. The gascolator was damaged and open from the accident but contained a small amount of debris. Throttle and mixture controls were connected at the carburetor. The left magneto’s impulse coupling was very faint when rotated. Spark was observed on the top set of spark plugs. Engine ignition timing measured 25° before top center (BTC) on the right magneto and about 20° BTC on the left magneto. According to the Lycoming Operator’s Manual for the O-320 series engine, the ignition timing specification for the O-320-E2A installed on the accident airplane is 25° BTC. A SCAT tube on the engine induction was crushed; it could not be determined if the collapse occurred before the accident or solely from impact. The examination did not reveal any anomalies to which the reported loss of engine power could be attributed.
Weather Conditions
At the time of the accident, the temperature was 31°C, dewpoint 24°C, and the altimeter setting was 29.99 inches of mercury. The airport elevation was 125 feet above mean sea level, resulting in a calculated density altitude of 1,985 feet. These conditions were conducive to light induction icing at cruise and descent power settings.