# NTSB NYC04FA056: Piper PA-28-151, N1558X, Danbury, CT, January 7, 2004 - Type: NTSB accident investigation - Classification: Accident · Serious injuries · Field investigation · Final report - Date: January 7, 2004, 11:30 local (16:30 UTC) - Place: Danbury, CT - Coordinates: 41.366943, -73.485 - Nearby events: https://openairdocs.org/map.md?lat=41.3669&lon=-73.4850&mi=10 - Phase of flight: [Initial climb](https://openairdocs.org/ntsb-phases/350) (OpenAirDocs' grouping) - Highest injury: Serious injuries - Injuries: 1 serious - Status: Completed, report February 24, 2005 - Report: Approved by Office Director - Parties: Piper Aircraft, FAA/FSDO, Textron Lycoming Engines - NTSB case key (mKey): 58597 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=NYC04FA056 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/58597/pdf - Page: https://openairdocs.org/ntsb/NYC04FA056 ## Probable cause The loss of engine power for undetermined reasons, and the pilot's failure to maintain adequate airspeed. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Loss of engine power, takeoff - initial climb - reason for occurrence undetermined (cause) - Forced landing, descent - emergency - Loss of control - in flight, maneuvering - turn to landing area (emergency) - airspeed - not maintained, pilot in command (cause) - stall - inadvertent, pilot in command - In flight collision with object, descent - uncontrolled - object - tree(s) ## Analysis During the takeoff climb, as the airplane approached the departure end of the runway, the pilot heard a "pop," the airplane began to shudder, and he felt a "decrease in aircraft performance." The pilot unsuccessfully attempted to evaluate the problem, and then at 400 feet, he initiated a turn back to the airport. During the turn, the airplane "stalled," impacted a tree, and a post-crash fire ensued. During the takeoff climb, witnesses observed a thin "puff" of smoke trailing from the airplane's exhaust, prior to the pilot initiating the turn back to the runway. On-scene examination of the airplane and engine did not reveal any mechanical deficiencies. ## Factual narrative HISTORY OF FLIGHT On January 7, 2004, at 1130 eastern standard time, a Piper PA-28-151, N1558X, was substantially damaged when it impacted trees during a precautionary landing after departure from the Danbury Municipal Airport (DXR), Danbury, Connecticut. The certified flight instructor was seriously injured. Visual meteorological conditions prevailed and no flight plan was filed for the maintenance test flight conducted under 14 CFR Part 91. According to the pilot, on the morning of the accident, he preheated the airplane, "topped off" the fuel, and performed a preflight inspection. During the inspection he observed no abnormalities with the airplane. The pilot then started the airplane, and taxied to runway 26. Prior to his departure, he performed a run-up inspection, checking the engine gauges during a range of power settings from 2,000 RPM, to full power. He also checked the carburetor heat and noted no abnormalities. The pilot taxied onto runway 26, and initiated a takeoff with full power. He stated that everything appeared normal during the takeoff roll, and initial climb. As the airplane approached the departure end of the runway, the pilot heard a "pop," the airplane began to shudder, and he felt a "decrease in aircraft performance." He stated that the propeller slowed, and he noticed a decrease in RPMs (both audibly and visually). The pilot pitched the airplane for "best glide" and cycled the throttle and mixture controls, in an attempt to evaluate the problem. At the same time, the [Air Traffic] Controllers asked, "is everything ok?" The pilot replied that he needed to "turn back." The pilot reported that the airplane was at an altitude of about 400 feet, when he initiated a turn into the wind, attempting to maintain the airplane's "best glide" speed. As he maneuvered the airplane back toward the runway, he realized he wouldn't be able to make it, and at the same time, the airplane impacted a tree. The pilot momentarily lost consciousness; however, he remembered forcing the door open and exiting the airplane as it was on fire. The pilot described the "reduction in power," as a sound similar to a run-up being performed on one "severely fouled magneto." He stated the only abnormal indication of the power loss was the decrease in RPMs. He stated all other engine gauges appeared normal. Additionally, he never observed any indication of smoke or fire coming from the airplane. Federal Aviation Administration (FAA) Air Traffic Controllers were interviewed by FAA inspectors after the accident. According to the inspectors, the controllers observed the accident airplane perform a "normal" run-up inspection and takeoff from runway 26. About 8 seconds after the airplane rotated, at an altitude of about 100 feet, the controllers observed black smoke coming from the left side of the airplane. The controllers informed the pilot of the smoke, and asked him "if he had a problem?" The pilot responded that he "needed to turn back to the airport," and he was cleared for a left turn to land. The controllers then observed the airplane make a right turn, and descend into trees near the departure end of runway 26. A witness, who was also a pilot, observed the airplane from his office which was elevated on a hilltop at the approach end of runway 26. He stated that he observed the accident airplane during its takeoff roll and as it reached an altitude of about 100 feet, over the departure end of runway 26, the nose of the airplane lowered and the airplane began to descend slightly. The witness then observed a thin trail of dark smoke trailing behind the airplane. He described the smoke as "about the same thickness as a smoke trail from a jet; not billowing out; and no flames were visible." The airplane then began a steep turn to the right, and the witness lost sight of it when it disappeared into the tree line, after approximately 270 degrees of turn. Another witness who was also a pilot, was standing outside a fixed-based-operator (FBO) at the airport when he observed the accident airplane in its takeoff climb. He stated that his attention was drawn to the airplane because the engine "didn't sound right." He estimated the airplane was at an altitude of 400 feet midway down the runway, and was "very slow, not gaining altitude." As the airplane reached the departure end of runway 26, it began a descent and a black "puff of smoke" was observed coming from the airplane's exhaust, similar to a car backfiring. The airplane then entered a 45-degree bank to the right. After approximately 180-degrees of turn, the airplane "stalled," and the nose dropped straight down. The airplane's right wing then impacted a tree and folded back, and a post-crash fire ensued. PERSONNEL INFORMATION The pilot held a certified flight instructor certificate with ratings for airplane single and multiengine land and instrument airplane. His most recent FAA second class medical certificate was issued on June 12, 2003. As of that date, he reported 900 hours of total flight experience. AIRCRAFT INFORMATION The accident airplane was individually owned, and leased to a flight school for its operation. According to the owner of the flight school, the airplane was rented on January 3, 2004, for a 0.6-hour flight. Upon completion of the flight, the renter completed a discrepancy sheet which stated: "In landing pattern at 1,700 feet, when power reduced to approximately 1900-2000 RPM out of climb, aircraft rode very rough with noticeable shudder. This occurred on all touch-and-goes in the pattern. Performed fine otherwise." On the following day, January 4, 2004, the owner of the airplane (also a student pilot) flew the airplane with a flight instructor for 1.6 hours. According to the owner, they remained in the traffic pattern performing 7 or 8 touch-and-goes, repetitively reducing and applying power. She stated that during the flight no engine roughness or other observable engine abnormalities were noted. She additionally stated that she also flew on January 2, 2004 with a flight instructor for 3.4 hours, during which she also experienced no abnormalities with the airplane. The discrepancy sheet was not signed off by the flight instructor who flew the airplane on January 4, 2004. As a result, on January 5, 2004, the mechanic on-duty reviewed the sheet and determined he could not duplicate the problem on the ground. He suggested that the airplane be flown by a flight instructor to ascertain more information about the problem. The accident pilot/flight instructor agreed to fly the airplane on January 7, 2004. Examination of the airplane logbooks revealed the engine was overhauled on January 27, 2000, at a tach time of 3199.8 hours. The last annual inspection was performed on September 13, 2003 at a tach time of 3266.19. According to a daily report printed by the operator, the tach time on the day of the accident was 3292.2. METEOROLOGICAL INFORMATION Weather reported at Danbury, at 1153, included wind from 300 degrees at 13 knots, gusting to 20 knots, visibility 10 miles, an overcast cloud layer at 3,100 feet, temperature 19 degrees Fahrenheit, dew point 2 degrees Fahrenheit, and barometric pressure of 30.12 inches Mercury. WRECKAGE AND IMPACT INFORMATION The initial impact point was the top of a tree approximately 80-feet tall. A second tree-impact was observed about 106 feet from the initial impact; the right wingtip was located at the base of this tree. The wreckage path extended another 90 feet to the main wreckage and was oriented on a heading of 115 degrees. The airplane came to rest inverted, partially submerged in a stream, on a heading of 280 degrees. The engine and fuselage area were completely submerged under water. The left wing remained attached, and was resting on the surface of the water. The empennage section of the airplane was separated from the fuselage and came ## Aircraft - Registration: [N1558X](https://openairdocs.org/deregistered/N1558X-2014-09-19), registration cancelled 2014-09-19, S/N 28-7515423, built 1975 (OpenAirDocs) - Reported make and model: Piper PA-28-151 - Registry model: [Piper PA-28-151](https://openairdocs.org/model/piper-pa-28-151) (registry code 7102805) (OpenAirDocs) - Registry engine: [Lycoming 0-320 series](https://openairdocs.org/engine/lycoming-0-320-series) (registry code 41508, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 28-7515423 - Airframe hours: 3292.2 - Engines: Lycoming O-320 180 horsepower reciprocating - Damage: Substantial damage - Fire: On-Ground - Flight: Flight test, Part 91 - Operator: Danbury Flight School - Registered owner: Latooce, LLC - Airworthiness certificate: Standard, Normal - Last inspection: Annual, September 13, 2003, 26 hours before - Departed: DXR, Danbury, CT - Destination: DXR - Airport: DXR, Danbury Municipal Airport, runway 26 ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 24; injuries: serious; flight instructor, commercial; airplane ratings: multi-engine land, single-engine land; instrument ratings: airplane; medical: class 2, valid medical--w/ waivers/lim; last flight review February 20, 2002; seat: left; flight hours: 1,454 total, 1,427 as pilot in command, 177 in the last 90 days, 38 in the last 30 days ## Weather - Conditions: Visual (VMC), Day - Wind: 300° at 13 knots, gusting 20 - Visibility: 10 statute miles - Lowest ceiling: 3,100 ft overcast - Temperature: 19 °F, dew point 1 °F - Altimeter: 30.12 inHg - Observed at: DXR ## 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 20040107000139A](https://openairdocs.org/incident/20040107000139A), Jan 7, 2004: Piper PA28151, Danbury, CT, Destroyed. (-23) Pilot was flying a maintenance test flight to check a maintenance discrepancy. On take off at approximately 100 ft, the aircraft engine failed. Pilot… 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.