Allentown, PA, USA
N7329F
PIPER PA-28-140
The flight instructor reported that the airplane was not performing as expected during the takeoff and initial climb. He took control of the airplane from his student and was able to clear trees off the departure end of the runway, but the airplane would not continue climbing and the engine was “noticeably weak.” He maneuvered the airplane, maintaining the best angle of climb airspeed (VX), and was unable to find a suitable landing area. The airplane impacted trees and the ground and a postimpact fire ensued. Postaccident examination of the airplane and its engine did not reveal any preimpact anomalies; however, the extensive fire damage precluded functional testing and examination of several airframe and engine components. Recorded flight data indicated that the airplane was below the published Vx airspeed, but above stall speed. The airspeed derived from the data used surface winds reported at the departure airport and the actual winds encountered by the airplane could not be determined. This discrepancy could account for the difference in the derived speed and the speed the pilot reported. Operation of the airplane below VX could have reduced the airplane’s climb rate but any deficit to climb performance could not be quantified. The recorded temperature and dewpoint at the time of the accident was conducive to the development of serious icing at glide power and was between the range for icing at glide and cruise power and serious icing at cruise power.
HISTORY OF FLIGHTOn September 28, 2022, about 1340 eastern daylight time, a Piper PA28-140, N7329F, was destroyed when it was involved in an accident near Allentown, Pennsylvania. The student pilot was fatally injured, and the flight instructor was seriously injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 instructional flight. The flight instructor reported that the purpose of the instructional flight was to fly to a nearby tower-controlled airport. After a preflight inspection, and pre-takeoff engine run-up, the instructor asked the student to perform a soft-field takeoff. The instructor stated that, during the takeoff, the airplane had not become airborne by the time he felt it should, and he prompted the student to increase the airplane’s pitch attitude and it became airborne. The student then reduced pitch to remain in ground effect but settled briefly back onto the runway before re-establishing flight in ground effect. The instructor stated that the airplane seemed to take longer to accelerate to its best angle of climb speed (Vx), which he attributed to the student’s initial slightly high pitch attitude. When the airplane reached VX, the instructor assumed control of the airplane and maintained airspeed. He stated that the airplane was laboring in its climb, narrowly cleared the trees off the departure end of the runway, and was unable to climb thereafter. Although the engine was running, it was “noticeably weak.” The instructor raised the flaps and continued to fly the airplane at Vx and was still not able to climb. He noted that the airplane was about 200 ft above the ground and approaching rising terrain. The instructor attempted to locate an area to land, but was unable to locate a suitable landing area, and the airplane descended into trees. Recorded Automatic Dependent Surveillance-Broadcast (ADS-B) data showed that the airplane departed and continued for about 0.8 miles on runway heading, then made a slight left turn before the end of the data. The accident site was about 450 ft and 250° from the final recorded location. The reported wind at the departure airport was from 310° at 8 kts. Examination of the data, taking into account the reported surface winds, showed that the airspeed during the final portion of the flight was below Vx but above the listed stall speed from the airplane owner’s manual. The owner’s manual listed a stall speed with 0° flap setting at maximum gross weight was 64 mph. Figure 1. Overhead view of the accident flight path. A witness to the accident, who was outside the residence where the accident occurred, reported that he did not hear the airplane until it impacted trees. The airplane then impacted the ground and a fire erupted. The witness was able to pull one of the occupants from the wreckage, but was unable to extricate the other occupant before fire engulfed the cabin section of the airplane. METEOROLOGICAL INFORMATIONThe weather conditions at the departure airport included a temperature of 18°C, and dewpoint of 10°C. According to Federal Aviation Administration Special Airworthiness Information Bulletin CE-09-35, the temperature and dewpoint were in a range of susceptibility for serious icing at glide power and between the range for icing at glide and cruise power and serious icing at cruise power. WRECKAGE AND IMPACT INFORMATIONThe inboard portion of the left wing remained lodged in a tree about 15 ft above ground level. The remainder of the wreckage was located at the base of the tree. Examination at the accident scene confirmed the presence of all airframe and engine components. The cabin section of the airplane was consumed by fire. The right wing was located adjacent to the fuselage remnants and the empennage remained attached to the aft fuselage. The tip of the left wing was on the opposite side of the tree on the driveway of the residence. The engine, with the propeller still attached, was located at the front of the burned cabin section. Postaccident examination of the airplane and engine at the accident scene did not reveal any preimpact anomalies that would have prevented normal operation; however, fire damage prevented functional testing of several components. MEDICAL AND PATHOLOGICAL INFORMATIONToxicological testing of samples from the student revealed the presence of potentially impairing substances; however, according to the flight instructor’s statement, the student had relinquished control of the airplane.
A partial loss of engine power for undetermined reasons.
Source: NTSB Aviation Accident Database
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