Piper PA 28-140 accident near San Antonio, Texas, November 16, 2013
On November 16, 2013 at about 4:45 pm local time, a 1969 Piper PA 28-140, registered N57DB, was substantially damaged in an accident during takeoff near San Antonio, Texas (Stinson Muni airport). It was a personal flight under general aviation rules (Part 91). 1 person was seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
A partial loss of engine power after departure due to the collapse of the carburetor air inlet duct, which restricted the airflow to the engine. Contributing to the accident was the overdue annual inspection and the installation of the improper air inlet duct.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 16, 2013 · about 4:45 pm local time
- Place
- San Antonio, Texas · Stinson Muni · map
- Type
- Accident
- Injuries
- 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA 28-140, built 1969 · all PA 28-140s on the register
- Registration
- N57DB · registry record · serial 28-25595
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that, after advancing the airplane's throttle to full power for takeoff, the engine produced "normal thrust," the airspeed reached 60 mph, and the tachometer indicated 2,700 rpm. The acceleration was smooth and all indications were normal when the airplane reached rotation. About 600 feet above the ground, the airplane's nose began to lower, the airspeed remained 60 mph, and the tachometer indicated 2,000 rpm. The pilot pitched the nose down to prevent a stall and ensured that the throttle and mixture controls were full forward and that the electric fuel pump was on. He reported to the air traffic controller that the airplane's engine was not producing sufficient power and that he was returning to the runway. Shortly after the radio transmission, the airplane impacted terrain and a tree. An examination of the airplane's engine revealed a fuel stain on the carburetor inlet, indicating that the airflow through the carburetor had been decreased. The carburetor induction air inlet duct was single-thickness scat-type ducting, which was not the material described for the part, which should have been installed in accordance with a manufacturer's service bulletin. The material appeared to be beyond its normal service life with frayed edges and loose strings, and most of the wire was loose and separated from the duct. Further, the carburetor air inlet duct appeared to have been compressed due to negative air pressure during high engine rpm, which would have restricted the airflow to the engine and reduced the engine power. The No. 2 cylinder and its associated spark plugs contained dark sooting, likely due to the restricted airflow, which resulted in a rich fuel/air mixture inside the cylinder. The airplane was 12 days overdue for an annual inspection; the improper, damaged air duct could have been identified during the inspection.
The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.
The factual record from the NTSB's investigation tables, in plain English
What happened, in order
- Loss of engine power (partial) during takeoff defining event
- Collision with terrain or object (not controlled flight into terrain) during emergency descent
The NTSB's findings
- cause Aircraft › Aircraft power plant › Power plant › Eng air baffle sec (recip.) › Failure
- cause Aircraft › Aircraft power plant › Power plant › Eng air baffle sec (recip.) › Capability exceeded
- factor Aircraft › Aircraft power plant › Power plant › Eng air baffle sec (recip.) › Incorrect service/maintenance
- factor Aircraft › Aircraft handling/service › Maintenance/inspections › Scheduled maint checks › Not inspected
Pilot
- Certificate: private
- Ratings: single-engine land; instrument: airplane
- Flight time: 583 hours in all; 231 in this make and model; 13 in the last 90 days; 11 in the last 30 days; 490 as pilot in command
- Last flight review: January 17, 2012
- Medical certificate: Class 3 (without waivers/limitations)
- Seat: left
- Injury: serious injuries
The aircraft
- Airframe total time: 3,877 hours
- Last inspection: annual inspection, November 4, 2012
- Maximum gross weight: 2,150 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-320-E2A (piston); 2,007 hours total
The flight
- Departed from: SSF San Antonio TX at 4:20 pm
- Destination: PEZ Pleasanton TX
- Flight plan: none
- Runway 14, 4,128 ft by 100 ft
Weather at the time
- Light: daylight
- Wind: from 180° at 10 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 3,500 ft; clear
- Temperature: 79°F (26°C), dew point 64°F (18°C)
- Altimeter: 29.88 inHg
- Observation at 4:48 pm from KSSF
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
6 documents, released by the NTSB on October 14, 2014. View them here, or download them; the NTSB redacts some personal details before release, and this site shows the NTSB's own titles rather than its file names.
| # | Document | What it is | |
|---|---|---|---|
| 1 | Evidence Control Forms | PDF, 2 pages | View Download |
| 2 | FAA Saib CE-14-23 | PDF, 2 pages | View Download |
| 3 | Piper Aircraft Service Bulletin 356 | PDF, 2 pages | View Download |
| 4 | Photo 1 – Airplane Wreckage | PDF, 1 page | View Download |
| 5 | Photo 2 – Spark Plugs | PDF, 1 page | View Download |
| 6 | Photo 3 – Induction Air Inlet Duct | PDF, 1 page | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
Everything on this page comes from the NTSB's public records. The narrative, probable cause and findings are the NTSB's own words; the coded tables behind the report are written out in plain English, with pilots' ages, home towns and medical details left out. The documents and photographs are the NTSB's docket, shown as the NTSB released them. This site's own text never names anyone involved. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.