Piper PA28R N3206R

Summary

On 17 November 2019 at about 22:52 local time, a Piper PA28R registered N3206R, operated by Axiom Aviation, was involved in an accident near Ogden, Utah, United States. 2 people were on board and 2 were seriously injured. The aircraft was substantially damaged. The NTSB has published a probable cause for this accident; it is quoted in full below.

Date

17 November 2019 at 22:52

Classification

Accident

Location

Ogden, Utah, United States

Nearest airport

Ogden-Hinkley Airport (OGD)

Coordinates

41.1844, -112.0150

Aircraft

Piper PA28R

Registration

N3206R

Category

Airplane

Year built

1969

Engines

1

Operator

Axiom Aviation

Operating rule

Part 91: General Aviation

Purpose of flight

Instructional

Phase of flight

Not recorded

Route

Ogden → St. George

Aircraft damage

Substantial

Weather

VMC

Light

Day

NTSB number

WPR20LA024

2 people were seriously injured.

The flight instructor’s failure to raise the landing gear using the alternate system, which resulted in a reduced climb rate and impact with an obstacle. Contributing to the accident was the flight instructor’s lack of understanding of the backup landing gear extender system.

Quoted verbatim from the NTSB record. This site does not paraphrase or interpret it.

Read the full NTSB narrative

The flight instructor and the pilot receiving instruction attempted to depart the airport for a training flight. A vehicle video captured the airplane striking a billboard about 2,200 ft off the departure end of the runway before impacting the ground. Neither pilot recalled the accident. The airplane was equipped with a backup landing gear extender system designed to automatically extend the landing gear, even if the position selector is up, depending on airspeed and engine power. The system will also prevent the landing gear from retracting until the airplane has accelerated to approximately 85 mph with full power, regardless of the landing gear selector switch position. Manual override of the system is possible by using an emergency gear lever located between the front seats. During postaccident examination of the wreckage the landing gear selector switch was found in the gear-up position, the emergency gear lever was found in the down position, the flaps were down 25 °, and the landing gear was found down. There were no mechanical malfunctions with the airplane that would have precluded normal operation. The airplane was within center-of-gravity limits, was not over its maximum gross weight, and should have established a climb rate of about 650 ft per minute with the landing gear retracted. The airplane likely did not attain the airspeed necessary for the landing gear to retract, and the flight instructor did not attempt to raise the gear using the emergency gear retract lever. As a result, the airplane’s rate of climb was reduced after takeoff, and it did not clear the billboard. The airplane owner’s handbook included a detailed description of the backup gear extender system and how to manually override it to aid in clearing an obstacle and for operations at high altitude airports. Additionally, a service bulletin applicable to the airplane advised pilots to review and understand all information pertaining to the backup gear extender system. The flight instructor had limited experience in the airplane. Prior to instructing in it, he had flown it twice with instructors but did not review the backup gear extender system in detail with them. His lack of understanding of the backup gear extender system was evident on his first flight with the pilot receiving instruction, when he could not identify a component of the backup gear extender system. When the gear would not retract after takeoff during the same flight, the flight instructor failed to use the emergency gear up lever to raise the gear. Thus, his lack of understanding of the backup landing gear extender system contributed to this accident.

Quoted verbatim from the NTSB record.