Introduction
On October 1, 2025, about 0412 mountain daylight time, a Piper PA-28R-200 airplane, registration N999AD, was substantially damaged during an accident near Colorado Springs, Colorado. The pilot sustained minor injuries, and the two passengers were not injured. The flight was conducted as a personal flight under Title 14 Code of Federal Regulations Part 91.
Flight Details
Prior to departure, the pilot reported that the airplane's fuel tanks were topped off with 48 gallons usable. The weight-and-balance calculations indicated an approximate takeoff weight of 2,477 lbs. A preflight inspection and engine runup revealed no anomalies. The airplane was cleared for takeoff on runway 35L from taxiway A4. The pilot held the brakes while advancing the throttle to takeoff power and leaned the mixture for maximum power. The takeoff was normal with flaps retracted, and liftoff occurred near the expected rotation speed.
Pilot Actions
After liftoff, the pilot noted a climb rate less than the expected 600 feet per minute (fpm) based on preflight performance calculations. The airspeed was about 80 mph, slower than normal for initial climb. The pilot confirmed that the throttle and propeller controls were full forward and then enriched the mixture. Despite the engine operating, the airplane could not achieve sufficient airspeed or climb rate to clear rising terrain. The pilot attempted to land on a multi-lane highway. Shortly before landing, the airplane rolled left and pitched down; the pilot applied back pressure and right rudder to level the attitude. The airplane crossed from northbound to southbound lanes and landed on all three landing gear simultaneously, then struck two power poles before sliding to a stop. The engine continued running after the accident; the pilot secured it by pulling the mixture to cutoff and turning off the magnetos, then turned off the master switch and exited with the passengers. The pilot stated he did not retract the landing gear at any point during the flight, as he normally retracts after reaching 90-100 mph and 500 ft above ground level.
ADS-B Data
Recorded FAA ADS-B track data showed that after takeoff, the airplane headed north. At 0407:48, the airplane was 2,215 ft from the departure end of runway 35L at about 82 ft above ground level (agl), with a calibrated airspeed of 78.5 mph and vertical speed of 375 fpm. Performance calculations indicated that the calibrated airspeed remained below the manufacturer's specified best rate-of-climb airspeed (95 mph) and best angle-of-climb airspeed (85 mph) with the landing gear extended throughout the flight. The airplane exhibited several climbs and descents, with an average vertical speed of 110 fpm. At 0412:31, the airplane suddenly rolled left at about 120 ft agl with a calibrated airspeed of 80 mph. The final ADS-B data at 0412:41 showed the airplane at about 6 ft agl, 5.7 nautical miles north of the airport, with a calibrated airspeed of 72 mph.
According to the Piper PA-28R-200 Airplane Flight Manual, the aerodynamic stall speed at maximum gross weight (2,650 lbs) with flaps retracted and landing gear extended is 71 mph. At an 8,000 ft density altitude, the expected climb rate at maximum gross weight with flaps and gear retracted is about 480 fpm; no climb performance chart is provided for the landing gear extended configuration.
Post-Accident Examination
The airplane wreckage was recovered and examined by FAA airworthiness inspectors. The engine examination revealed no mechanical anomalies that would have prevented normal operation.