# NTSB DEN06LA113: Piper PA-23-160, N245TB, Santa Fe, NM, August 12, 2006 - Type: NTSB accident investigation - Classification: Accident · No injuries · Limited investigation · Final report - Date: August 12, 2006, 08:21 local (14:21 UTC) - Place: Santa Fe, NM - Coordinates: 35.616943, -106.089447 - Nearby events: https://openairdocs.org/map.md?lat=35.6169&lon=-106.0894&mi=10 - Phase of flight: [Takeoff](https://openairdocs.org/ntsb-phases/300) (OpenAirDocs' grouping) - Highest injury: No injuries - Injuries: 2 uninjured - Status: Completed, report February 26, 2007 - Report: Approved by Office Director - Parties: Federal Aviation Administration - NTSB case key (mKey): 64394 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=DEN06LA113 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/64394/pdf - Page: https://openairdocs.org/ntsb/DEN06LA113 ## Probable cause the pilot's improper decision to continue the attempted takeoff when Vx airspeed was not obtained, and failure to abort the takeoff during ground roll which resulted in an impact on the remaining runway with the landing gear retracted. A contributing factor was the high density altitude. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - In flight collision with terrain/water, takeoff - aborted - planning/decision - improper, pilot in command (cause) - weather condition - high density altitude (contributing factor) - aborted takeoff - delayed, pilot in command (cause) - landing gear - not used, pilot in command - terrain condition - runway ## Analysis Prior to takeoff, the run-up revealed no anomalies. After the pilot received takeoff clearance for runway 2 (8,342 feet long by 150 feet wide), he applied full power and checked the propeller controls to confirm they were full forward. The pilot reported, "After a few seconds of full power, it seemed the aircraft was sluggish to develop airspeed in order to reach rotation speed of 64 knots indicated airspeed (KIAS). [The pilot] assumed it was due to the density altitude and full fuel." After rotation at "red line Vx speed," the pilot lowered the airplane's nose in an attempt to obtain "blue line" airspeed; however, the airplane would not accelerate beyond Vx speed. The pilot felt "the engines were not producing full power." Subsequently, the pilot elected to abort the takeoff and attempted to land back on the remaining runway. The aircraft landed on the runway with the gear retracted. The pilot noted no anomalies on the engine instruments during the attempted takeoff. Examination of the airframe and engines revealed no anomalies. The calculated density altitude was 8,180 feet mean sea level. According to the NTSB Pilot Aircraft Accident Report (NTSB Form 6120.1), Recommendation (How could this accident have been prevented) section, the pilot reported, "Should have aborted take off earlier on ground roll." ## Factual narrative On August 12, 2006, at 0821 mountain daylight time, a Piper PA-23-160 twin-engine airplane, N245TB, sustained substantial damage during an aborted take-off at Santa Fe Municipal Airport (SAF), Santa Fe, New Mexico. The commercial pilot and passenger were not injured. The airplane was registered to and operated by the pilot. Visual meteorological conditions prevailed at the time of the accident. The personal flight was being conducted on an instrument flight rules (IFR) flight plan under the provisions of Title 14 Code of Federal Regulations Part 91. The cross-country flight was originating at the time of the accident and was en route to Ponca City, Oklahoma. On July 8, 2006, the pilot and passenger traveled to Page, Arizona, to inspect the accident airplane that they were considering purchasing. They met with the airplane's owner, and the airplane "was sound and flew well." They then decided to purchase the airplane. The pilot's multi-engine currency lapsed and he decided to hire an instructor to review the airplane systems and fly the airplane back to Ohio, the pilot's state of residence. On July 23, 2006, the pilot and passenger met the instructor in Page. They agreed to depart for Ohio the following day. Approximately 5 minutes into the flight to Ohio on July 24th, the right engine oil temperature exceeded red line at 253 degrees. They elected to return to Page and troubleshoot the problem. An inspection revealed that the right air intake was partially blocked. An engine run-up was performed and everything checked out fine. They departed Page again, and approximately 5 minutes into the flight, both engine oil temperatures exceeded redline over 250 degrees. They returned to Page again the pilot called the previous owner to discuss the problem. The previous owner reported that he never experience any overheating problems. On July 27th, the previous owner and the pilot test flew the airplane with no problems noted. The previous owner and his mechanic determined that the problem was the instructor's "improper pilot operation of the Ray_Jay Turbo systems..." The instructor stated he used turbo operations for fuel injected engines instead of carbureted engines. The previous owner gave the pilot an airplane systems and flight check-out, which was approximately 7.5 hours. On July 28th, the pilot and passenger departed Page en route to Ohio. Approximately 2 hours into the flight, they could see ahead that they may encounter instrument meteorological conditions and they filed an IFR flight plan. Shortly thereafter, the airplane experience navigational equipment problems. They then elected to land at SAF in order to troubleshoot the problems. A maintenance facility at Santa Fe repaired the airplane and returned it to service on August 11, 2006. The pilot and passenger picked up the airplane on August 12th and prepared to continue the flight to Ohio. The pilot reported that prior to takeoff, he completed an engine run-up and "everything appeared to be fine." After the pilot received takeoff clearance for runway 2 (8,342 feet long by 150 feet wide), he applied full power and checked the propeller controls to confirm they were full forward. The pilot reported, "After a few seconds of full power, it seemed the aircraft was sluggish to develop airspeed in order to reach rotation speed of 64 knots indicated airspeed (KIAS). [The pilot] assumed it was due to the density altitude and full fuel." After rotation at "red line Vx speed," the pilot lowered the airplane's nose in an attempt to obtain "blue line" airspeed; however, the airplane would not accelerate beyond Vx speed. The pilot felt "the engines were not producing full power." Subsequently, the pilot elected to abort the takeoff and attempted to land back on the remaining runway. The airplane landed on the runway with the landing gear retracted and "skidded to a stop." The pilot noted no anomalies on the engine instruments during the attempted takeoff. At 0820, the SAF automated surface observing system (ASOS) reported the wind from 340 degrees at 5 knots, 10 statute miles visibility, sky clear, temperature 18 degrees Celsius, dew point 13 degrees Celsius, and an altimeter setting of 30.15 inches of Mercury. The calculated density altitude was 8,180 feet mean sea level. Examination of the airplane by airport personnel revealed the right wing and lower portion of the rudder were bent. Federal Aviation Administration inspectors examined the airframe and engines. The examination revealed no anomalies with the airframe and engines. According to the NTSB Pilot Aircraft Accident Report (NTSB Form 6120.1), Recommendation (How could this accident have been prevented) section, the pilot reported, "Should have aborted take off earlier on ground roll." ## Aircraft - Registration: [N245TB](https://openairdocs.org/deregistered/N245TB-2012-04-02), registration cancelled 2012-04-02, S/N 23-1390, built 1958 (OpenAirDocs) - Reported make and model: Piper PA-23-160 - Registry model: [Piper PA-23-160](https://openairdocs.org/model/piper-pa-23-160) (registry code 7102304) (OpenAirDocs) - Registry engine: [Lycoming 0-360-A1D](https://openairdocs.org/engine/lycoming-0-360-a1d) (registry code 41504, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 23-1390 - Airframe hours: 4600 - Engines: Lycoming O-320 160 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Registered owner: Wilbur Sever, Jr. - Airworthiness certificate: Standard, Normal - Last inspection: Annual, June 1, 2006 - Departed: SAF, SANTA FE, NM - Destination: PNC, PONCA CITY, OK - Flight plan: IFR - Airport: SAF, Santa Fe County Muni, runway 2, 8,342 × 150 ft, asphalt ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 57; injuries: none; flight instructor, commercial; airplane ratings: single-engine land, multi-engine land; instrument ratings: airplane; medical: class 3, with waivers/limitations; last flight review July 1, 2006; seat: left; flight hours: 1,486 total, 12 in this make and model, 1,227 as pilot in command, 36 in the last 90 days, 8 in the last 30 days, 0 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: 340° at 5 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 64 °F, dew point 55 °F - Altimeter: 30.14 inHg - Observed at: SAF ## FAA reports on this event (1) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Accident 20060812017819A](https://openairdocs.org/incident/20060812017819A), Aug 12, 2006: Piper PA23160, Santa Fe, NM, Substantial damage. (-23) On August 12, 2006, at 0821 MDT, a Piper PA-23-180 "geronimo" (rayjay conversion) (N245TB) registered to [privacy data omitted] ; and operated by its new… 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. --- 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.