# Accident 20130428006879A: Piper Aircraft Inc PA46-500TP, Bryce Canyon, UT, April 28, 2013 - Type: FAA accident report (Accident/Incident Data System), as reported - Date: April 28, 2013, 19:58 local time - Place: Bryce Canyon, UT - Airport: Bryce Canyon - Damage: Substantial damage - Phase of flight: Takeoff: Rotation - Operating rules: General operating rules (Part 91) - Location: 37.7064° N, 112.1458° W: From the FAA - Nearby events: https://openairdocs.org/map.md?lat=37.7064&lon=-112.1458&mi=10 - Aircraft: N2589U, a cancelled registration (https://openairdocs.org/deregistered/N2589U-2017-05-26) (OpenAirDocs) - Registry model: Piper PA46-500TP (registry code 7104623, https://openairdocs.org/model/piper-pa46-500tp) (OpenAirDocs) - Registry engine: Pratt & Whitney Canada PT6A-42A (registry code 52268, https://openairdocs.org/engine/pratt-whitney-canada-pt6a-42a) (OpenAirDocs) - Reported make and model: PIPER AIRCRAFT INC PA46-500TP - Reported engine: PRATT & WHITNEY PT6A - People aboard: 6 - Fatal injuries: 0 - Other injuries: 0 - Pilot certificates: Private pilot - Pilot flight hours: 417 total, 99 in this make and model, 39 in the last 90 days - NTSB investigation: [NTSB WPR13LA210](https://openairdocs.org/ntsb/WPR13LA210) (OpenAirDocs) - FAA source: FAA Aviation Safety Information Portal (https://asip.faa.gov/) - Page: https://openairdocs.org/incident/20130428006879A ## Narrative As the FAA filed it, in capitals; the FAA replaces private details with ^PRIVACY DATA OMITTED^. AT BRYCE CANYON AIRPORT (BCE) THE PILOT PREPARES THE AIRCRAFT FOR THE FLIGHT TO HEBER AIRPORT (36U). APPROXIMATELY 200LBS OF FUEL IS ADDED TO THE AIRCRAFT (100LBS PER SIDE) THIS WOULD BRING THE TOTAL REPORTED FUEL WEIGHT ONBOARD THE AIRCRAFT TO APPROXIMATELY 780LBS. ALSO NOTED ON THE RETURN TRIP THE PASSENGER SEATING CONFIGURATION IS CHANGED, THE HEAVIEST PASSENGER IS NOW PLACED IN THE FAR AFT SEAT OF THE AIRCRAFT. THE PILOT LINES THE AIRCRAFT UP ON THE SOUTH WEST END OF THE AIRFIELD HEADING IN A NORTH EASTERLY DIRECTION. THE PILOT BEGINS THE TAKEOFF ATTEMPT, AT APPROXIMATELY 3100? AT AN INDICATED AIRSPEED OF 80 KNOTS, THE PIC ATTEMPTS ROTATION (THE POH CALLS FOR A MINIMUM OF 85 KNOTS). THE AIRCRAFT LIFTS UP INTO GROUND EFFECT WITH THE NOSE OF THE AIRCRAFT AT A HIGHER ANGLE THAN IS EXPECTED, ALSO PILOT REPORTED TAIL FELT HEAVY OR ?SQUISHY?. THE PILOT DECREASED THE THROTTLE TO GET THE NOSE OF THE AIRCRAFT DOWN, BUT THE AIRCRAFT RESPONDS BY YAWING LEFT WITH THE LEFT WING IN A DOWNWARD ATTITUDE. THE PILOT RESPONDS BY APPLYING FULL POWER TO THE AIRCRAFT, THE RESULT FROM THIS ACTION IS THE AIRCRAFT ROLLS SLIGHTLY LEFT UNDER TORSIONAL LOADS FROM THE APPLICATION OF POWER. THE AIRCRAFT AT THIS POINT IS OFF THE MAIN RUNWAY HEADED IN A NORTH NORTH EAST DIRECTION CROSSING OVER THE DIRT AREA BETWEEN THE RUNWAY AND THE TAXIWAY. THE AIRCRAFT IS SUSPECTED AT DIFFERENT POINTS TO BE DRAGGING THE MAIN LANDING GEAR. THE NOSE OF THE AIRCRAFT IS STILL AT A HIGH ATTITUDE. AS THE AIRCRAFT IS PASSING OVER THE A4 CROSSOVER FROM THE RUNWAY TO THE TAXIWAY (THE A4 CROSSOVER IS 3671? FROM THE BEGINNING OF THE RUNWAY), IT IS BELIEVED THE AIRCRAFT STRIKES THE RIGHT AND LEFT MAIN LANDING GEAR ON THE SOUTH WEST SURFACE OF A4 AND BOUNCES UP AND IS AIRBORNE FOR APPROXIMATELY 500? AND THEN AGAIN COMES INTO CONTACT WITH THE GROUND ON THE NORTH SIDE OF THE TAXIWAY.. THERE IS A DRAINAGE DITCH AND AN EMBANKMENT ON THIS SIDE OF THE TAXIWAY. CONTACT WITH THE EMBANKMENT SHEARS OFF THE NOSE AND MAIN LANDING GEAR AND CAUSES THE AIRCRAFT TO VIOLENTLY BEGIN PIVOTING TO THE RIGHT ON THE BELLY OF THE AIRCRAFT. THE PROPELLER IS IN CONTACT WITH THE GROUND UNDER HIGH POWER SETTING AND IS DIGGING INTO THE GROUND. THE AIRCRAFT SLID APPROXIMATELY 250? BEFORE COMING TO REST WITH THE NOSE OF THE AIRCRAFT FACING SOUTH. THERE ARE REPORTS OF FIRE IN THE ENGINE COMPARTMENT. THE PILOT RESPONDS TO THE FIRE BY PULLING THE FUEL SHUTOFF VALVE AND THE FIRE IS EXTINGUISHED ALMOST IMMEDIATELY. IN A PICTURE POST THE ACCIDENT, IT IS NOTED THE LANDING GEAR SWITCH IS IN THE UP POSITION AND THE THROTTLE IS MOVED TO THE IDLE DETENT. THIS IS BELIEVED TO HAVE BEEN DONE AFTER THE AIRCRAFT CAME TO REST BY THE PIC. A RECONSTRUCTION OF THE WEIGHT AND BALANCE WAS PERFORMED WITH INFORMATION PROVIDED BY THE PIC, UTILIZING CONSERVATIVE NUMBERS. THE CALCULATION SHOWS THE AIRCRAFT WAS WITHIN THE CG LIMITS BY 0.81? OF THE AFT LIMIT, HOWEVER; THE TAKEOFF WEIGHT INDICATES IT IS OVER THE MAX TAKE-OFF WEIGHT ALLOWED BY 126.4 LBS. THIS WOULD ALSO INDICATE THE AIRCRAFT WAS OVER THE MAX RAMP WEIGHT BEFORE IT LEFT THE HEBER, UT AIRPORT. ## The NTSB's investigation of this event (1) From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. - [NTSB WPR13LA210](https://openairdocs.org/ntsb/WPR13LA210), Apr 29, 2013: Piper PA46-500TP (N2589U), Bryce, UT, substantial damage. Probable cause: The pilot's failure to establish the minimum liftoff speed during takeoff with the airplane over its maximum gross weight, which resulted in the airplane’s failure to climb and a subsequent loss of… From the FAA Accident/Incident Data System. Reports are matched to registry aircraft by N-number and event date, checked against the reported make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. For accidents, the NTSB's own investigation is the fuller record. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.