Piper PA-32R-300 N5524F

Summary

On 2 July 2023 at about 15:02 local time, a Piper PA-32R-300 registered N5524F was involved in an accident near North Myrtle Beach, South Carolina, United States. 5 people were on board and 5 died. The aircraft was destroyed. The NTSB has published a probable cause for this accident; it is quoted in full below.

Date

2 July 2023 at 15:02

Classification

Accident

Location

North Myrtle Beach, South Carolina, United States

Nearest airport

Grand Strand Airport (CRE)

Coordinates

33.9039, -79.0056

Aircraft

Piper PA-32R-300

Registration

N5524F

Category

Airplane

Year built

1976

Engines

1

Operator

Not recorded

Operating rule

Part 91: General Aviation

Purpose of flight

Personal

Phase of flight

Not recorded

Aircraft damage

Destroyed

Weather

VMC

Light

Day

NTSB number

ERA23FA280

5 people died.

The pilot’s loss of control during initial climb, which resulted in an aerodynamic stall and impact with terrain. Contributing to the accident was the pilot’s operation of the airplane above its maximum gross weight and near its aft center of gravity limit, which reduced its climb performance and degraded its handling qualities.

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

Read the full NTSB narrative

A witness reported the airplane appeared to have difficulty gaining altitude after takeoff. He stated the engine sounded muffled and underpowered, and the airplane exhibited a high angle of attack with minimal altitude gain. He saw the airplane enter a slow right turn before the right wing dropped and the airplane descended rapidly in a right turn. The airplane collided with trees and terrain on a golf course and was consumed by postimpact fire. The witness statement, debris path, and impact signatures were consistent with a loss of control and aerodynamic stall. During a postaccident examination of the wreckage, flight control continuity was confirmed. The fuel selector was found in the off position; however, fuel was present in the engine-driven fuel pump, fuel servo, and flow divider, therefore impact forces likely resulted in the as-found position of the fuel selector. The engine crankshaft rotated freely and the cylinders displayed normal compression, suction, and valve operation. Overall, the postaccident examination of the airframe and engine revealed no evidence of any preimpact mechanical anomalies that would have precluded normal operation of the airframe or engine. The airplane was topped off with fuel two days before the accident, and there was no evidence to indicate that additional flights were conducted between that refueling and the accident flight. The combined weight of the fuel, occupants, and luggage indicated that the airplane was likely operating above its maximum gross weight and near its aft center of gravity (CG) limit at the time of the accident. Additionally, the reported weather conditions about the time of the accident resulted in a calculated density altitude of about 2,000 ft. Given this information, the airplane’s overweight condition and the slightly elevated density altitude likely resulted in the airplane’s degraded climb performance during the initial climb, as described by the witness. Additionally, the airplane’s aftward CG loading likely degraded its handling characteristics and contributed to the pilot’s loss of control during initial climb.

Quoted verbatim from the NTSB record.