Sunday, March 29, 2020

Birdstrike: Lancair Legacy 2000, N259L; fatal accident occurred October 19, 2017 in Bowie, Cochise County, Arizona


Bird Observations - Cochise County: https://ebird.org

N259L data plate.

Right wing (upper surface).

Left wing (upper surface).

Aileron and elevator controls from fuselage.

Canopy pieces.

Canopy latches. 

Empennage

Engine data plate.

Engine

Cylinders (external) and spark plugs.

Propeller blades.

Fuel system design.

Fuel system.

 Radar plot of N259L’s flight path from the first radar target to last radar target.

Radar plot of N259L’s flight path from the first radar target to last radar target. Flight data for each 10-minute interval are indicated in the specific information box.

 Radar plot of N259L’s flight path for the last one minute of flight. Flight data is indicated in the specific information box. 

Intended flight.

Accident flight.

Accident flight plan.

Wreckage in relation to intended flight.

Debris field.

Main wreckage (reference tree).

Main wreckage (referencing orientation of wings).

Main wreckage (referencing left side).

Main wreckage (referencing right side).

Canopy debris map.

Canopy debris map.

Garmin 796 recovered from aircraft.

Garmin 796 recovered from aircraft.



The National Transportation Safety Board traveled to the scene of this accident.

Additional Participating Entities:

Federal Aviation Administration / Flight Standards District Office; Scottsdale, Arizona
Textron Lycoming; Williamsport, Pennsylvania 
 
Aviation Accident Factual Report - National Transportation Safety Board: https://app.ntsb.gov/pdf


Investigation Docket - National Transportation Safety Board: https://dms.ntsb.gov/pubdms 
 
http://registry.faa.gov/N259L


Location: Bowie, AZ
Accident Number: WPR18FA011
Date & Time: 10/19/2017, 0834 MST
Registration: N259L
Aircraft: Peterson Lancair Legacy
Aircraft Damage: Substantial
Defining Event: Birdstrike
Injuries:1 Fatal 
Flight Conducted Under: Part 91: General Aviation - Personal 

On October 19, 2017, at 0834 mountain standard time, a Peterson Lancair Legacy 2000, N259L, departed controlled flight and collided with desert terrain near Bowie, Arizona. The commercial pilot was fatally injured, and the airplane was substantially damaged. The pilot, who built the airplane, was operating the airplane as a Title 14 Code of Federal Regulations (CFR) Part 91 personal flight. The cross-country flight departed from Eagle Roost Airpark, Aguila, Arizona, about 0810 with a planned destination of Garner Field, Uvalde, Texas. Visual meteorological conditions prevailed at the time of the accident.

The pilot had planned to fly the airplane from its base in Aguila to Uvalde, about 745 nautical miles (nm) to the southeast to attend a fly-in. A flight plan outlining the pilot's intended route of flight was found in the wreckage. The flight plan showed that the pilot planned to depart at 0810 and reach the Buckeye VORTAC at 0839 and the San Simon VORTAC located about 210 nm southeast of the Buckeye VORTAC.

Federal Aviation Administration (FAA) radar data revealed that the airplane flew southeast at a cruising altitude of about 10,000 ft mean sea level (msl). The last nine radar returns occurred between 0833:16 to 0834:13. During that time, the airplane's altitude decreased from 9,850 to 7,550 ft msl. The last radar return was located about 100 ft east of the accident location (see figure 1). The airplane wreckage was located about 17 nm northwest of the San Simon VORTAC.

Figure 1. Last radar returns for the accident flight.


A witness who was in his front yard, located 0.8 nm south-southeast of the accident site, heard the airplane flying overhead. He then observed the airplane circling toward the ground, similar to an air show airplane maneuver. He reported that the sound emanating from the airplane was cutting in and out, as if the engine was sputtering, but he stated that the sound of the engine's rotation could have been echoing from the hills.

WRECKAGE AND IMPACT INFORMATION

The wreckage was located in unpopulated desert terrain at an elevation of about 3,860 ft msl. The debris path at the accident site stretched more than 120 ft along a heading of about 155°.

The left-and right-wing pieces were accounted for at the accident site. Both wings sustained crush deformation, with the leading-edge skin found forward in the debris field and not attached to the main wing section. The fuel caps and their respective flanges were found forward of their respective wings, consistent with fuel inside the wing forcing the cap outward during impact.

The canopy was found within the debris field and was fragmented into multiple sections. The latching mechanisms for both the left and right sides were consistent with the canopy being latched at the time of impact.

Control surface continuity could not be established due to the severe fragmentation of the flight control surfaces and their linkages to the cockpit controls.

The engine had sustained impact damage. The crankshaft could not be rotated despite several attempts to do so. The top spark plugs were removed, revealing a light gray coloration, which was consistent with normal operation. The cylinders were examined through the spark plug holes, revealing that the combustion chambers were mechanically undamaged and that there was no evidence of foreign object ingestion or detonation. The valves were intact and undamaged. There was no evidence of valve-to-piston face contact. The gas path and combustion signatures observed at the spark plugs, combustion chambers and exhaust system components displayed coloration that was consistent with normal operation.

One propeller blade was visible at the accident site and was found relatively straight with no evidence of twisting. The other blade was buried under the engine and had separated with the tip oriented toward the firewall and the hub near the propeller spinner. This blade was twisted at the tip and contained a 4-inch gouge where a portion of the outboard leading-edge piece had become separated; the piece was found buried near the remainder of the blade.

The fuel selector was found with the handle pointing to the left tank position. The position of the fuel selector valve was in the left position. The selector was found in several pieces. The fuel filter was partially disassembled, and the screen was found to be clean. The fuel servo was disassembled and found to contain liquid that had a smell similar to AVGAS, the diaphragms were pliable, and the valve was intact. The transducer was disassembled, and, when air was forced through the inlet, the internal wheel could be heard rotating. Removal of the fuel manifold (spider) revealed no evidence of liquid, the diaphragm was pliable, and the spring was intact.

Postaccident examination of the airframe and engine found no evidence of any mechanical malfunctions or failures that would have precluded normal operation.

MEDICAL AND PATHOLOGICAL INFORMATION

An autopsy of the pilot was performed by the Pima County Office of the Medical Examiner, Tucson, Arizona. The pilot's cause of death was blunt force injuries. Toxicology testing performed at the FAA Forensic Sciences Laboratory was negative for ethanol and all tested drugs.

TESTS AND RESEARCH

Numerous pieces of windscreen and airplane were sent to the Smithsonian Institution's Feather Identification Lab for examination. DNA analysis was conducted on eight samples of various windscreen pieces. None of the samples contained avian DNA. A microscopic examination was conducted on all of the pieces, and a total of 38 microslides were prepared from the material. Six of these microslides contained bird feather fragments. The feather material consisted of two pennaceous feather parts and four downy feather parts. None of the feather fragments were attributed to a specific bird species or group, but numerous birds could be excluded based on the microscopic structures found in the samples, including ducks, doves, and perching birds.

The Audubon Society chapter closest to the accident location stated that it would be possible to see sandhill cranes or raptors, such as Swainson's hawks, in the area where the accident occurred. 

Pilot Information

Certificate: Commercial
Age: 68, Male
Airplane Rating(s): Multi-engine Land; Single-engine Land
Seat Occupied: Unknown
Other Aircraft Rating(s): None
Restraint Used:
Instrument Rating(s): Airplane
Second Pilot Present: No
Instructor Rating(s): None
Toxicology Performed: Yes
Medical Certification: Class 3 With Waivers/Limitations
Last FAA Medical Exam: 09/05/2017
Occupational Pilot: No
Last Flight Review or Equivalent:
Flight Time:  3500 hours (Total, all aircraft), 184 hours (Total, this make and model) 

Aircraft and Owner/Operator Information

Aircraft Make: Peterson Lancair
Registration: N259L
Model/Series: Legacy 2000
Aircraft Category: Airplane
Year of Manufacture: 2005
Amateur Built: Yes
Airworthiness Certificate: Experimental
Serial Number: L2K-180
Landing Gear Type: Retractable - Tricycle
Seats: 2
Date/Type of Last Inspection: 07/05/2017, Condition
Certified Max Gross Wt.:
Time Since Last Inspection:
Engines: 1 Reciprocating
Airframe Total Time: 399 Hours as of last inspection
Engine Manufacturer: LYCOMING
ELT: Installed, not activated
Engine Model/Series: IO-360-C1D6
Registered Owner: On file
Rated Power: 200 hp
Operator: On file
Operating Certificate(s) Held: None 

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: KSAD, 3176 ft msl
Distance from Accident Site: 29 Nautical Miles
Observation Time: 1551 UTC
Direction from Accident Site: 353°
Lowest Cloud Condition: Clear
Visibility:  10 Miles
Lowest Ceiling: None
Visibility (RVR):
Wind Speed/Gusts: 8 knots /
Turbulence Type Forecast/Actual: None / None
Wind Direction: 150°
Turbulence Severity Forecast/Actual: N/A / N/A
Altimeter Setting: 30 inches Hg
Temperature/Dew Point: 23°C / 7°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: AGUILA, AZ (27AZ)
Type of Flight Plan Filed: VFR
Destination: UVALDE, TX (UVA)
Type of Clearance: Unknown
Departure Time:0710 MST 
Type of Airspace:

Wreckage and Impact Information

Crew Injuries: 1 Fatal
Aircraft Damage: Substantial
Passenger Injuries: N/A
Aircraft Fire: None
Ground Injuries:N/A 
Aircraft Explosion: None
Total Injuries: 1 Fatal
Latitude, Longitude: 32.368611, -109.566111 (est)

Loss of Engine Power (Total): Cessna 140, N89738; accident occurred August 05, 2017 in Mount Sterling, Montgomery County, Kentucky

Rear view of airplane wreckage. 
Federal Aviation Administration

View of the right side of the airplane.
Textron Aviation

View of the cockpit.
Textron Aviation



The National Transportation Safety Board did not travel to the scene of this accident.

Additional Participating Entity:

Federal Aviation Administration / Flight Standards District Office; Louisville, Kentucky

Aviation Accident Factual Report - National Transportation Safety Board: https://app.ntsb.gov/pdf


Investigation Docket - National Transportation Safety Board: https://dms.ntsb.gov/pubdms

http://registry.faa.gov/N89738

Location: Mount Sterling, KY
Accident Number: ERA17LA268
Date & Time: 08/05/2017, 1000 EDT
Registration: N89738
Aircraft: CESSNA 140
Aircraft Damage: Substantial
Defining Event: Loss of engine power (total)
Injuries: 1 Serious
Flight Conducted Under: Part 91: General Aviation - Personal 

On August 5, 2017, about 1000 eastern daylight time, a Cessna 140, N89738, was substantially damaged during a forced landing following a total loss of power near Mount Sterling, Kentucky. The private pilot sustained serious injuries. The personal flight was conducted under the provisions of 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed and no flight plan was filed for the local flight that departed Stanton Airport (I50), Stanton, Kentucky.

The pilot reported that he departed from I50 with about 9 gallons of fuel in the left tank and 12 gallons in the right tank, and with the fuel selector positioned to the left fuel tank. About 20 minutes into the flight, while flying at an altitude of 2,400 ft with the engine operating at 2,400 rpm and the mixture leaned, the engine experienced a total loss of power. He made a forced landing in a field, and after touchdown the airplane went over a fence and down a hill before impacting a creek. Before exiting the airplane he turned off the "…master switch, fuel, radio, and ignition."

Postaccident examination of the airplane by the FAA inspector revealed substantial damage to the right wing and fuselage. The right fuel tank was full, about 12 gallons of fuel. The left tank had about 2.5 gallons of fuel. The fuel was free of water and contaminates. No fuel was found in the carburetor bowl. The fuel selector valve was intact and in the "OFF" position. The fuel tank vent caps were unobstructed.

The engine's crankshaft was manually rotated by turning the propeller, and continuity of the crankshaft and compression was confirmed on all cylinders. The cylinders were examined using a lighted borescope and no anomalies were noted. All leads from the left and right magnetos produced spark when rotated by hand.

The two-seat, high wing, tailwheel-equipped airplane, was powered by a Lycoming O-235, 116-horsepower engine. The last engine overhaul was completed on June 3, 1975.

The pilot held a private pilot certificate with a rating for airplane single-engine land. He reported 1,200 hours of total flight experience on his most recent application for an FAA third-class medical certificate, which was issued on August 3, 2016.

The 1255 weather at Mount Sterling Montgomery County Airport (I50), about 9 miles northwest of the accident site included wind from 100° at 6 knots; visibility 10 statute miles; temperature 22° C; dew point 11° C; and altimeter setting 30.18 inches of mercury. 

Pilot Information

Certificate:Private 
Age: 64, Male
Airplane Rating(s): Single-engine Land
Seat Occupied: Left
Other Aircraft Rating(s):None 
Restraint Used:
Instrument Rating(s): None
Second Pilot Present: No
Instructor Rating(s): None
Toxicology Performed: No 
Medical Certification: Class 3 With Waivers/Limitations
Last FAA Medical Exam: 08/03/2016
Occupational Pilot:No 
Last Flight Review or Equivalent:
Flight Time: (Estimated) 1200 hours (Total, all aircraft)

Aircraft and Owner/Operator Information

Aircraft Make:CESSNA 
Registration:N89738 
Model/Series:140 G 
Aircraft Category:Airplane 
Year of Manufacture: 1946
Amateur Built:No 
Airworthiness Certificate: Normal
Serial Number: 8787
Landing Gear Type: Tailwheel
Seats:2 
Date/Type of Last Inspection: 04/09/2017, Annual
Certified Max Gross Wt.: 1601 lbs
Time Since Last Inspection:
Engines: 1 Reciprocating
Airframe Total Time:
Engine Manufacturer: LYCOMING
ELT: Installed, not activated
Engine Model/Series: O-235 SERIES
Registered Owner: On file
Rated Power: 108 hp
Operator: On file
Operating Certificate(s) Held: None

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: KIOB, 1021 ft msl
Distance from Accident Site: 9 Nautical Miles
Observation Time: 0955 EDT
Direction from Accident Site: 282°
Lowest Cloud Condition: Clear
Visibility:  10 Miles
Lowest Ceiling:None
Visibility (RVR):
Wind Speed/Gusts: Calm /
Turbulence Type Forecast/Actual: / None
Wind Direction:
Turbulence Severity Forecast/Actual: / N/A
Altimeter Setting: 30.18 inches Hg
Temperature/Dew Point: 18°C / 12°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: STANTON, KY (I50)
Type of Flight Plan Filed: None
Destination: STANTON, KY (I50)
Type of Clearance: None
Departure Time: 0930 EDT
Type of Airspace: Class G 

Wreckage and Impact Information

Crew Injuries: 1 Serious
Aircraft Damage: Substantial
Passenger Injuries: N/A
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 1 Serious
Latitude, Longitude: 38.036111, -83.799444 (est)

Abnormal Runway Contact: Robinson R22 Beta, N1777V; accident occurred February 05, 2016 at Taylor Municipal Airport (T74), Williamson County, Texas

View of damaged tail boom.
Federal Aviation Administration



Federal Aviation Administration / Flight Standards District Office; San Antonio, Texas 

Aviation Accident Factual Report - National Transportation Safety Board:  https://app.ntsb.gov/pdf

Investigation Docket - National Transportation Safety Board: https://dms.ntsb.gov/pubdms

https://registry.faa.gov/N1777V

Location: Taylor, TX
Accident Number: GAA16CA530
Date & Time: 02/05/2016, 0900 CDT
Registration: N1777V
Aircraft: Robinson R22
Aircraft Damage: Substantial
Defining Event: Abnormal runway contact
Injuries: 2 None
Flight Conducted Under: Part 91: General Aviation - Instructional

The helicopter flight instructor reported that, with he and the student both on the controls, about 10 feet above the ground, he initiated a simulated, engine failure autorotation with a power recovery. As they rolled the engine throttle up to recover, the alternator light came on and "the engine quit." About two feet above the ground, the flight instructor raised full collective, leveled the helicopter and the low rotor rpm light illuminated, and the horn sounded. The helicopter landed hard, bounced, settled back onto the runway, and the main rotor blade struck the tailboom. The pilot added that during the accident sequence, the alternator light turned off.

The helicopter sustained substantial damage to the tailboom.

The Federal Aviation Administration inspector reported that during his interview with the flight instructor, the pilot stated that the engine might have had a low idle setting and that during the accident flight, he applied full carb heat. 

The Federal Aviation Administration inspector added that due to the accident occurring more than three (3) years before it was reported by an anonymous person, he was not able to determine the reason for a reported power loss.

The instructor further reported that during a post-accident engine run, the engine started and ran without any issues.

Pilot Information

Certificate: Flight Instructor; Commercial
Age: 67, Male
Airplane Rating(s): Multi-engine Land; Single-engine Land
Seat Occupied: Left
Other Aircraft Rating(s): Helicopter
Restraint Used:
Instrument Rating(s): Airplane
Second Pilot Present: No
Instructor Rating(s): Helicopter
Toxicology Performed: No
Medical Certification: Class 2 Without Waivers/Limitations
Last FAA Medical Exam: 08/19/2019
Occupational Pilot: Yes
Last Flight Review or Equivalent: 04/01/2018
Flight Time:  (Estimated) 9600 hours (Total, all aircraft), 2000 hours (Total, this make and model), 52 hours (Last 90 days, all aircraft), 28 hours (Last 30 days, all aircraft)

Student Pilot Information

Certificate: Student
Age: 36, Male
Airplane Rating(s): None
Seat Occupied: Right
Other Aircraft Rating(s): None
Restraint Used:
Instrument Rating(s): None
Second Pilot Present: No
Instructor Rating(s):
Toxicology Performed: No
Medical Certification: Class 2 Without Waivers/Limitations
Last FAA Medical Exam: 04/24/2019
Occupational Pilot: No
Last Flight Review or Equivalent:
Flight Time: (Estimated)

Aircraft and Owner/Operator Information

Aircraft Make: Robinson
Registration: N1777V
Model/Series: R22 BETA
Aircraft Category: Helicopter
Year of Manufacture: 1987
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: 0623
Landing Gear Type: Ski; Skid;
Seats: 2
Date/Type of Last Inspection: 03/27/2015, Annual
Certified Max Gross Wt.: 1370 lbs
Time Since Last Inspection:
Engines: 1 Reciprocating
Airframe Total Time:
Engine Manufacturer: Lycoming
ELT:
Engine Model/Series: O-320
Registered Owner: On file
Rated Power: 160 hp
Operator: On file
Operating Certificate(s) Held: None 

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: KEDC, 617 ft msl
Distance from Accident Site: 12 Nautical Miles
Observation Time: 1355 UTC
Direction from Accident Site: 211°
Lowest Cloud Condition:
Visibility:  
Lowest Ceiling: Overcast / 300 ft agl
Visibility (RVR):
Wind Speed/Gusts: Calm /
Turbulence Type Forecast/Actual: None / None
Wind Direction:
Turbulence Severity Forecast/Actual: N/A / N/A
Altimeter Setting: 30.09 inches Hg
Temperature/Dew Point: 15°C / 15°C
Precipitation and Obscuration: Moderate - Fog
Departure Point: Austin, TX (EDC)
Type of Flight Plan Filed: None
Destination: Taylor, TX (T74)
Type of Clearance: None
Departure Time: 0900 CDT
Type of Airspace: Class G

Airport Information

Airport: Taylor Muni (T74)
Runway Surface Type: Asphalt
Airport Elevation:600 ft 
Runway Surface Condition:Dry 
Runway Used: 17
IFR Approach:None 
Runway Length/Width: 4000 ft / 75 ft
VFR Approach/Landing: Simulated Forced Landing

Wreckage and Impact Information

Crew Injuries: 2 None
Aircraft Damage: Substantial
Passenger Injuries:N/A
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 2 None
Latitude, Longitude: 30.572778, -97.443056 (est)

Loss of Control in Flight: Beechcraft Bonanza A36, N408P; accident occurred December 06, 2019 at Kestrel Airpark (1T7), Spring Branch, Comal County, Texas

Baggage Compartment.

N408P seating arrangement per pilot in command.









The National Transportation Safety Board did not travel to the scene of this accident. 

Additional Participating Entity: 

Federal Aviation Administration / Flight Standards District Office; San Antonio, Texas 

Aviation Accident Factual Report - National Transportation Safety Board: https://app.ntsb.gov/pdf 


Investigation Docket - National Transportation Safety Board: https://dms.ntsb.gov/pubdms 
 
https://registry.faa.gov/N408P



Location: Spring Branch, TX
Accident Number: CEN20TA031
Date & Time: 12/06/2019, 1315 CDT
Registration: N408P
Aircraft: Beech 36
Aircraft Damage: Substantial
Defining Event: Loss of control in flight
Injuries: 5 None
Flight Conducted Under:  Part 91: General Aviation - Personal 

On December 6, 2019, about 1315 central standard time, a Beechcraft A36 airplane, N408P, sustained substantial damage during an impact with terrain following an aborted takeoff at Kestrel Airpark (1T7), Spring Branch, Texas. The airplane was registered to Aviation Professionals LLC and operated by the pilot as a Title 14 Code of Federal Regulations Part 91 flight. The private pilot and four passengers were uninjured. Visual meteorological conditions prevailed and a visual flight rules flight plan had been filed for the accident flight to Ennis, Texas (F41).

On the day of the accident, the pilot had just flew from F41 to 1T7. He stated that prior to departure from F41, he had topped off the fuel tanks, which resulted in 80 gallons of fuel for the 1 hour flight. He estimated the fuel burn to be about 17 gallons. He stated that after landing at 1T7, he loaded the 4 passengers and completed an engine run-up, with no anomalies noted. He did note however, that the weight was "more of a load than last time." He stated that due to the crosswind, he elected to utilize no flaps for the takeoff. At the end of the runway, he held the brakes, applied full power then released the brakes for takeoff. He stated that the engine sounded normal, but the airplane would not generate lift. When the airplane reached a speed of about 80 knots, he tried to rotate, but it would not fly and he felt it "shudder." The pilot said he then reduced the engine power to abort the takeoff and maneuvered the airplane into the grass to slow it down, resulting in substantial damage to both wings. The pilot added that he thought the airplane reached 4 to 6 ft of altitude.

When asked, the pilot stated that he was unaware of the density altitude at the time of departure and also stated that he used 2,100 lbs for the basic empty weight of the airplane and did not think the airplane was close to the maximum gross weight. The airplane owner provided the most recent weight and balance to the National Transportation Safety Board (NTSB) Investigator-In-Charge (IIC).

According to occupant weights as provided by the Texas Highway Patrol from driver's license information, the total occupant weight was 765 lbs. The pilot stated that he had between 40 and 50 lbs of cargo behind the front seats and 75 lbs in the cargo compartment (aft baggage limit was 70 lbs) in addition to about 63 gallons of fuel, which weighed about 378 lbs. A post-accident weight and balance was conducted by the NTSB IIC using seating and cargo locations provided by the pilot. The takeoff weight of the airplane was about 3,881.34 lbs and the center of gravity was 86.00 inches aft of datum.

The pilot's operating handbook for the accident airplane lists a maximum takeoff weight of 3,650 lbs. At maximum takeoff weight, the aft center of gravity limit is 87.7 inches. The handbook does not provide a method for interpolation of center of gravity limits for weights in excess of the maximum takeoff weight.

According to the Federal Aviation Administration (FAA) Airport Facilities Directory, 1T7 is a public airport with runways 30 and 12. The airplane was attempting a takeoff from runway 30 which is 3,000 ft long and 40 ft wide and sloped 1.4% up. The field elevation is 1,261 ft above mean sea level (MSL) and a note under airport remarks states "Rwy 30 rises rapidly at north end."

The closest official weather reporting station at the San Antonio Airport (SAT), San Antonio, Texas, located about 17 mile south of the accident location, at an elevation of 809 ft, reported a temperature of 24°C and a dewpoint of 6°C. By utilizing the SAT altimeter setting of 30.17 combined with the 1T7 field elevation of 1,261 ft, the density altitude at the time of the accident was about 2,091 ft.

A review of the manufacturer's supplied flaps retracted takeoff distance chart, located in the pilot's operating handbook, revealed that the airplane's weight at the time of the accident exceeded the chart's performance parameters. As a result, takeoff performance calculations could not be determined. The maximum weight for which takeoff data was supplied was 3,650 lbs. Furthermore, the data provided did not include penalties or enhancements for sloped runways.

The FAA publication titled Pilot's Handbook of Aeronautical Knowledge (FAA-H-8083-25B) contains information as it relates to takeoff performance considerations. Regarding takeoff weight, it contains the following information:

"…the effect of gross weight on takeoff distance is significant, and proper consideration of this item must be made in predicting the aircraft's takeoff distance. Increased gross weight can be considered to produce a threefold effect on takeoff performance:

1. Higher lift-off speed

2. Greater mass to accelerate

3. Increased retarding force (drag and ground friction)

If the gross weight increases, a greater speed is necessary to produce the greater lift necessary to get the aircraft airborne at the takeoff lift coefficient."

It also states "[an] upsloping runway impedes acceleration and results in a longer ground run during takeoff."

14 CFR 91.103 states, in part:

Each pilot in command shall, before beginning a flight, become familiar with all available information concerning that flight. This information must include—

(a) For a flight under IFR or a flight not in the vicinity of an airport, weather reports and forecasts, fuel requirements, alternatives available if the planned flight cannot be completed, and any known traffic delays of which the pilot in command has been advised by ATC;

(b) For any flight, runway lengths at airports of intended use, and the following takeoff and landing distance information:

(1) For civil aircraft for which an approved Airplane or Rotorcraft Flight Manual containing takeoff and landing distance data is required, the takeoff and landing distance data contained therein.

Pilot Information

Certificate: Private
Age: 32, Male
Airplane Rating(s): Single-engine Land
Seat Occupied: Left
Other Aircraft Rating(s): None
Restraint Used:
Instrument Rating(s): Airplane
Second Pilot Present: No
Instructor Rating(s): None
Toxicology Performed: No
Medical Certification: Class 3 With Waivers/Limitations
Last FAA Medical Exam: 06/05/2019
Occupational Pilot: No
Last Flight Review or Equivalent: 08/12/2019
Flight Time: 132 hours (Total, all aircraft), 43 hours (Total, this make and model), 34 hours (Pilot In Command, all aircraft), 23 hours (Last 90 days, all aircraft), 7 hours (Last 30 days, all aircraft) 

Aircraft and Owner/Operator Information

Aircraft Make: Beech
Registration: N408P
Model/Series: 36 NO SERIES
Aircraft Category: Airplane
Year of Manufacture: 2004
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: E-3580
Landing Gear Type: Retractable - Tricycle
Seats:6 
Date/Type of Last Inspection:
Certified Max Gross Wt.: 3651 lbs
Time Since Last Inspection:
Engines: 1 Reciprocating
Airframe Total Time:
Engine Manufacturer: Continental Motors
ELT: 
Engine Model/Series: IO-550
Registered Owner: Aviation Professionals Llc
Rated Power:
Operator: On file
Operating Certificate(s) Held: None

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: KSAT, 809 ft msl
Distance from Accident Site: 17 Nautical Miles
Observation Time: 1951 UTC
Direction from Accident Site: 188°
Lowest Cloud Condition: Few / 25000 ft agl
Visibility:  10 Miles
Lowest Ceiling:
Visibility (RVR):
Wind Speed/Gusts: 9 knots /
Turbulence Type Forecast/Actual: None / None
Wind Direction: 350°
Turbulence Severity Forecast/Actual: N/A / N/A
Altimeter Setting: 30.17 inches Hg
Temperature/Dew Point: 24°C / 6°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: San Antonio, TX (1T7)
Type of Flight Plan Filed: VFR
Destination: Ennis, TX (F41)
Type of Clearance: None
Departure Time: 1300 CST
Type of Airspace: Class G

Airport Information

Airport: Kestrel Airpark (1T7)
Runway Surface Type: Asphalt
Airport Elevation: 1261 ft
Runway Surface Condition:Dry 
Runway Used: 30
IFR Approach: None
Runway Length/Width: 3000 ft / 40 ft
VFR Approach/Landing: None

Wreckage and Impact Information

Crew Injuries: 1 None
Aircraft Damage: Substantial
Passenger Injuries: 4 None
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 5 None
Latitude, Longitude: 29.811667, -98.426111