Piper PA-46-310P accident near Bulverde, Texas, August 23, 2001
On August 23, 2001 at about 9:41 pm local time, a Piper PA-46-310P, registered N4362A, was destroyed in an accident near Bulverde, Texas (Kestrel Airpark airport). It was a personal flight under general aviation rules (Part 91). 1 person was killed and 1 person was seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the pilot's failure to obtain airspeed after rotation, which resulted in a stall/mush. Contributing factors were the tailwind condition, high density altitude, and upsloping runway.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 23, 2001 · about 9:41 pm local time
- Place
- Bulverde, Texas · Kestrel Airpark · map
- Type
- Accident
- Injuries
- 1 person was killed and 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-46-310P · all PA-46-310Ps on the register
- Registration
- N4362A · registry record · serial 46-8408053
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airplane's fuel tanks were fueled from a self serve fuel pump with 63 gallons of fuel prior to departure. The pilot initiated the takeoff roll from runway 30 with a 10 knot tailwind. The airplane was reported to have used the entire length of the runway during the takeoff roll. The airplane became airborne, attained a height approximately 100 feet agl, entered a descent, and subsequently, impacted the ground. A post accident fire consumed the airplane. Immediately following the accident, the pilot reported to local authorities that "he was leaving the airstrip and the plane stalled due to lack of airspeed." The 3,000-foot runway rises rapidly at its north end, such that the departure end of runway 30 was 50 feet higher than the approach end. At the time of the accident, the wind was from 130 degrees at 10 knots and the density altitude was 4,136 feet. Examination of the engine did not reveal any anomalies that would have precluded its operation prior to the accident.
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
Pilot
- Certificate: private
- Ratings: single-engine land; instrument: airplane
- Flight time: 3,100 hours in all
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: serious injuries
Other crew
- Certificate: private
- Ratings: multi-engine land; single-engine land; instrument: airplane; rotorcraft: helicopter
- Flight time: 2,360 hours in all
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: rgt
- Injury: fatal
The aircraft
- Last inspection: inspection type not recorded
- Maximum gross weight: 4,118 lb
- Seats: 6
- Landing gear: retractable
- Engine: Continental TSIO-550-C(1) (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: 1T7 Bulvarde TX at 9:41 pm
- Destination: Unknown
- Flight plan: none
- Runway 30, 3,000 ft by 40 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 130° at 10 knots
- Visibility: 10 statute miles
- Sky: a few clouds at 9,500 ft
- Temperature: 99°F (37°C), dew point 61°F (16°C)
- Altimeter: 29.94 inHg
- Observation at 9:53 pm from SAT, 20 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), has not been read from the NTSB for this case yet; the list appears here once it has. Open the docket at the NTSB.
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.