Piper PA 32R-300 accident near Houston, Texas, July 8, 2016
On July 8, 2016 at about 9:17 pm local time, a 1976 Piper PA 32R-300, registered N32KK, was destroyed in an accident during takeoff near Houston, Texas (West Houston Airport). It was a personal flight under general aviation rules (Part 91). 4 people were killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's failure to maintain adequate airspeed after becoming distracted by the open baggage door while operating in the airport traffic pattern, which resulted in the airplane exceeding its critical angle of attack and experiencing an aerodynamic stall at a low altitude. Contributing to the accident was the pilot's failure to ensure that the forward baggage compartment door was closed, latched, and properly secured during his preflight inspection.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 8, 2016 · about 9:17 pm local time
- Place
- Houston, Texas · West Houston Airport · map
- Type
- Accident
- Injuries
- 4 people were killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA 32R-300, built 1976 · all PA 32R-300s on the register
- Registration
- N32KK · no longer on the register · serial 32R-7680117
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The private pilot was departing on a cross-country flight in the airplane when the forward baggage compartment door opened shortly before the airplane rotated for liftoff near midfield. The pilot continued the takeoff on runway heading to about 100 ft above ground level before entering a left turn. The airplane continued to turn left until it was on a downwind heading, and then it entered an aerodynamic stall/spin and descended nose-down into terrain. Flight track data revealed that the airplane's ground speed decreased from 84 knots to 1 knot during the final 4 seconds of the flight, consistent with the airplane entering an aerodynamic stall/spin. None of the witnesses reported hearing any engine anomalies during the accident flight. The postaccident investigation determined that the forward baggage compartment door separated during the airplane's impact with terrain. The door latch mechanism was found unlatched, and its corresponding key-lock assembly was unlocked. No anomalies were found with the forward baggage door latch mechanism, key-lock, or door frame latch catch/receptacle that would have precluded the door from being properly secured before the flight. Based on the witness descriptions and the physical evidence, it is likely that the pilot failed to ensure that the forward baggage compartment door was closed, latched, and properly secured during his preflight inspection. The pilot likely became distracted by the open baggage door and, as a result, did not maintain adequate airspeed while on the downwind leg, which resulted in the airplane exceeding its critical angle of attack and experiencing an aerodynamic stall at a low altitude.
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
- Preflight or dispatch event during prior to flight
- Miscellaneous/other during takeoff defining event
- Aerodynamic stall/spin during approach (VFR pattern downwind)
- Collision with terrain or object (not controlled flight into terrain) during uncontrolled descent
- Fire/smoke (post-impact) during post (impact)
The NTSB's findings
- cause Personnel issues › Task performance › Use of equip/info › Aircraft control › Pilot
- cause Personnel issues › Psychological › Attention/monitoring › Task monitoring/vigilance › Pilot
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Airspeed › Not attained/maintained
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Angle of attack › Not attained/maintained
- factor Personnel issues › Task performance › Inspection › Preflight inspection › Pilot
- factor Personnel issues › Action/decision › Action › Forgotten action/omission › Pilot
- factor Aircraft › Aircraft structures › Doors › Cargo/baggage doors › Not inspected
Pilot
- Certificate: private
- Ratings: single-engine land; instrument: airplane
- Flight time: 1,350 hours in all; 72 in this make and model
- Last flight review: April 5, 2015
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: left
- Injury: fatal
The aircraft
- Airframe total time: 4,509.5 hours
- Last inspection: annual inspection, June 27, 2016; 1 hours since
- Maximum gross weight: 3,600 lb
- Seats: 5
- Landing gear: retractable
- Engine: Lycoming IO-540-K1A5D (piston); 4,510 hours total
- Fire on the ground
The flight
- Departed from: IWS Houston TX at 9:16 pm
- Destination: T82 Fredericksburg TX
- Flight plan: none
- Runway 15, 3,953 ft by 75 ft
Weather at the time
- Light: daylight
- Wind: from 190° at 11 knots
- Visibility: 10 statute miles
- Sky: a few clouds at 6,000 ft
- Temperature: 95°F (35°C), dew point 73°F (23°C)
- Altimeter: 30.00 inHg
- Observation at 9:15 pm from TME, 12 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | |||
| Passengers | 3 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
17 documents, released by the NTSB on March 13, 2018. 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.
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.