WPR23LA329

The pilot's decision to take off in high density altitude conditions, which resulted in a loss of control and subsequent impact with terrain.

The pilot departed from a local airport with the airplane 50 lbs under its maximum gross weight of 2,500 pounds. During takeoff, the pilot selected two notches of flaps and began the takeoff roll with full power. The airplane lifted off but would not gain airspeed. The pilot retracted the flaps one notch at a time and the airplane began to descend. The pilot lowered the nose to gain airspeed to clear a set of powerlines; after he pulled up to clear the powerlines, the airplane impacted a road just beyond the airport perimeter, breaching a fence and coming to rest in a hay field. The airplane sustained substantial damage to both wings. Postaccident examination of the airplane and engine revealed no preimpact mechanical anomalies that would have precluded normal operation. The engine was run on a test stand and ran smoothly during the operational check, with no unusual indications. Audio provided from a nearby surveillance camera confirmed the engine was developing power until shortly before the crash. The reason for a reduction of power prior to impact could not be determined. The airplane was able to become airborne in ground effect; however, once the airplane left ground effect, the high density altitude, greater induced drag, and reduction of flaps likely rendered the airplane incapable of sustaining flight outside of ground effect.

On August 30, 2023, about 0942 mountain daylight time, a Piper PA-28 Archer, N33094, was substantially damaged when it was involved in an accident near Kanab, Utah. The pilot and three passengers were not injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. The pilot reported that during a takeoff attempt at full power, with two notches of flaps selected and about 60 feet above the ground, the airplane’s airspeed dropped and the engine lost power. The pilot maneuvered to avoid powerlines and executed an emergency landing in a field off the departure end of the runway. A witness’ residential security camera captured audio near the Kanab Municipal Airport (KNB), Kanab, Utah. The audio recorded the sound of a change in engine RPM consistent with a reduction in engine power immediately followed by the sound of impact. The pilot reported he began giving rides at 7:00am in the morning until 9:42am, the time of the accident. The temperature had climbed about 20° F in that amount of time. The airplane had been performing normally during the previous flights and had not had any issues. The airplane pre takeoff checks had been performed and the mixture leaned for takeoff. The pilot reported that the airplane was within the maximum gross weight of 2,500 lbs and within the center of gravity limitation of the airplane during the accident flight. A review of the estimated weight and balance of the airplane during the accident flight, found that the airplane was near the maximum gross weight. The pilot estimated that given the weather conditions at the time of the accident, the airplane should have been capable of just under 450 ft per minute (fpm) rate of climb. The calculated density altitude at the accident location and time of the accident was about 6,782 ft. Utilizing the performance instructions noted within the airplane flight manual, the assumed altitude and density altitude conditions, and an airplane loaded at maximum gross weight, the calculated climb performance would have been about 380 fpm. A postaccident airframe and engine examination, with a subsequent engine test run, revealed that there were no preimpact mechanical failures or malfunctions that would have precluded normal operation. Shortly after the accident, the pilot stated to an FAA representative that the engine never stopped running and that there were no preaccident mechanical issues. The pilot later retracted the statement.