N716RLPiper PA-28-140 · 1972

On July 25, 2020, about 0910 central daylight time, a Piper PA-28-140 airplane, N716RL, was destroyed when it was involved in an accident near Stinson Municipal Airport (SSF), San Antonio, Texas. The pilot and two passengers sustained fatal injuries. The airplane was operated under the provisions of Title 14 Code of Federal Regulations Part 91 as an instructional flight.

The pilot was a flight instructor who operated a flight school at SSF, and the two passengers were taking part in a local discovery flight to see if they wanted to pursue flight lessons. The pilot contacted the tower controller and reported that he had received weather information. The pilot then requested to depart runway 14 and perform one lap in the traffic pattern. The controller cleared the airplane for takeoff and reported that the wind was from 030° at 12 knots gusting to 20 knots. Airport surveillance video showed the airplane roll down the runway and take off as the airplane was about abeam the intersection of the runway with taxiway C, a takeoff roll of about 1,700 ft. As the airplane lifted off, it rolled slightly to the right. Another camera angle showed that the airplane’s wings rocked several times, and that the airplane did not climb. The airplane was in a nose-high attitude and was headed toward trees, after which the airplane was out of the camera’s view. The airplane subsequently collided with the trees and terrain, and a postimpact fire ensued.

A witness, who was a police officer and a private pilot, observed the airplane take off and noticed that the airplane was flying low. He continued to watch the airplane and stated that the nose of the airplane “kept popping up every 2 or 3 seconds but [the airplane] was still descending.” The witness stated that the engine sounded normal. He saw the airplane descend behind the tree line, heard the crash, and notified the police emergency dispatch.

The pilot’s logbook was not available during the course of the investigation. On the pilot’s most recent application for medical certificate, dated January 9, 2019, the pilot reported accruing 330 total hours with 200 hours logged in the preceding 6 months. The pilot’s total flight experience could not be determined.

The airplane was certified to operate as a normal or utility category airplane. The airplane was found configured with four seats and according to its Federal Aviation Administration (FAA) Type Certificate Data Sheet, a four place PA-28-140 can only operate in the normal category with a maximum gross weight of 2,150 lbs.

A pilot that also flew N716RL reported filling the airplane with fuel the day before and flew about a 0.9-hour flight. He also remarked that there was a full box of oil cans in the back seat of the airplane.

The airplane’s weight at takeoff was estimated to be 2,222.5 lbs or 72.5 lbs over maximum gross weight. It could not be determined if the pilot performed a weight and balance calculation before the flight.

Using the tower controller’s report of wind from 030° at 12 knots gusting to 20 knots, the calculated tailwind component for takeoff on runway 14 was about 4 knots gusting to about 7 knots. Using the reported temperature at SSF of 28°C, the calculated density altitude was about 2,300 ft.

The airplane was certified to operate as a normal or utility category airplane. The airplane was found configured with four seats and according to its Federal Aviation Administration (FAA) Type Certificate Data Sheet, a four place PA-28-140 can only operate in the normal category with a maximum gross weight of 2,150 lbs.

A pilot that also flew N716RL reported filling the airplane with fuel the day before and flew about a 0.9-hour flight. He also remarked that there was a full box of oil cans in the back seat of the airplane.

The airplane’s weight at takeoff was estimated to be 2,222.5 lbs or 72.5 lbs over maximum gross weight. It could not be determined if the pilot performed a weight and balance calculation before the flight.

The airplane impacted a residential backyard about 2,400 ft southeast of the departure end of runway 14. The first identified point of impact was a damaged tree along the northern fence line of the backyard. The portion of the right-wing fuel tank skin was located below the tree. The fiberglass right wingtip was located between the fuel tank and main wreckage. The main wreckage was located at the center of the backyard. Scorch marks extended to the southern edge of the yard and charring was observed to a wood fence.

An examination of the wreckage found that all flight controls were continuous except for the aileron balance cable which was fractured with broomstrawing. The flap handle was found in the first notch which corresponds with 10° flaps. Pitch trim was set to a partial nose-up setting. Engine controls were found full throttle and full rich mixture and the carburetor heat was off.

An engine examination revealed no preimpact anomalies that would have precluded normal operations.

Airplane Owner’s Handbook Performance Charts

Using the performance charts listed in the handbook for the airplane, at gross weight and a density altitude of 2,300 ft, the takeoff distance was about 1,125 ft, and the airplane was capable of a 550 ft per minute climb rate.

Pilot’s Handbook of Aeronautical Knowledge

In the Federal Aviation Administration publication, The Pilot’s Handbook of Aeronautical Knowledge (FAA-H-8083-25B), dated 2016, Chapter 11, Aircraft Performance, states that if “the pilot attempts to climb out of ground effect without first attaining normal climb pitch attitude and airspeed, the airplane may inadvertently enter the region of reversed command at a dangerously low altitude. Even with full power, the airplane may be incapable of climbing or even maintaining altitude. The pilot’s only recourse in this situation is to lower the pitch attitude in order to increase airspeed, which inevitably results in a loss of altitude.