WPR24LA267 · Piper PA-28R-201T
Piper PA-28R-201T · Accident: powerplant system/component malfunction/failure during initial climb
From an unrecorded airport to Half Moon Bay Airport (KHAF)
Event
- NTSB case
- WPR24LA267
- Event typeAccident: someone killed or seriously injured, or the aircraft substantially damaged (NTSB definition). Incident: an occurrence that affected or could have affected safety, short of that. Glossary
- Accident
- InvestigationHow far the investigation had got when the record was published: preliminary, ongoing, final or completed. Unknown where the source does not say. Glossary
- Completed
- Event fatalities
- Unknown
- Ground fatalities
- Unknown
- OperationWhat kind of flying it was, grouped by the rules it flew under: airline (US Part 121), air taxi and commuter (Part 135), general aviation (Part 91 and similar), military or government. Glossary
- General aviation
- WeatherVisual meteorological conditions (VMC): good enough to fly by looking outside. Instrument conditions (IMC): cloud or low visibility, flying by instruments. Glossary
- Visual Meteorological Cond
Piper PA-28R-201T
- Aircraft type
- Piper PA-28
- Category
- Airplane
- RegistrationThe aircraft's tail number, such as N12345 or G-ABCD. Registrations are reissued, so the same one years apart can be a different aircraft. Glossary
- N135DG
- Operator
- Unknown
- Onboard fatalities
- Unknown
- Route
- From not recordedTo Half Moon Bay Airport (KHAF), Half Moon Bay, CA
- Aircraft age
- About 47 years (built 1977)
- Flight rulesThe regulations the flight operated under: in the US, Part 91 (general aviation), Part 121 (airlines), Part 135 (air taxi and commuter) and others; for flights abroad, the NTSB's coarser commercial or non-commercial code. Glossary
- Part 91: General Aviation
- Phase of flightThe stage of the flight when things started to go wrong: standing, taxi, takeoff, initial climb, en route, maneuvering, approach or landing. Glossary
- Initial climb
- Defining eventThe single coded event the NTSB judges best describes what happened (records from 2008 on). Older records name the first occurrence in the sequence instead. Glossary
- Powerplant system/component malfunction/failure
- DamageDestroyed: beyond practical repair. Substantial: damage that affects the structure, performance or handling and normally needs major repair. Minor: less than that. Glossary
- Substantial
Cause areas
- Aircraft › Aircraft power plant
- Personnel issues › Action/decision
Approximate · Coordinates from the NTSB case API, which marks them as estimated or does not say; no uncertainty radius is established.
NTSB narrative
The pilot reported that, shortly after takeoff at an altitude about 500 ft, the engine sputtered, then lost total power. The pilot attempted to restore engine power while turning back to the departure airport. Realizing that he would not reach the airport, the pilot initiated a forced landing onto a golf course, during which the airplane impacted a building and sustained substantial damage. The engine data monitor revealed that the manifold pressure and rpm were 30.5 inches of mercury (inHg) and 2,339 rpm, respectively, when the pilot returned to the airport, about 1.6 nautical miles from the departure end of the runway at an altitude of 691 ft agl. The last recorded data was 29.3 inHg and 148 rpm, recorded at an altitude of 60 ft about 1,280 ft from the accident site. Postaccident examination revealed a disconnected sleeve connecting the air filter cover assembly to the turbocharger inlet. The airplane’s illustrated parts catalog showed that a T-bolt, flat-banded clamp was needed to secure the sleeve to the turbocharger inlet; however, the clamp that had been installed was a lined worm gear clamp. The turbocharger inlet sleeve was reattached with the existing worm gear clamp to facilitate a test run. During the test run, the engine ran for 5 minutes between 1,300 to 1,500 rpm due to impact damage, which precluded operating the engine at higher power settings or at idle. After the engine run, the inlet sleeve was again found disconnected. Review of the airplane’s maintenance logbooks indicated that the turbocharger was removed and reinstalled about 4 years before the accident flight; the entry did not contain information about the hardware used to reinstall the turbocharger. The airplane’s most recent annual inspection was conducted about 4 months and 38 flight hours before the accident flight.
Probable cause
A loss of engine power during the initial climb due to the detachment of the turbocharger’s inlet sleeve as a result of the installation of an incorrect sleeve clamp.
Verbatim NTSB analysis and probable cause from the NTSB dataset
Sources
NTSB record WPR24LA267
- Event ID
- 20240805194852
- Case number
- WPR24LA267
- Dataset
- full-current
- Source SHA-256
- 5cf380f0061817c0331a6b2d8cc7e0ee3a79bea469a1001dc5c10e56f35f5ab3
Source notes (4)
- Unreviewed is an editorial label, not an investigation status. API-sourced is not report-checked or human-reviewed. Explicit event totals are used without summing aircraft injury tables; onboard allocation is withheld. Unknown values remain unknown. The operation category is mapped from the NTSB-reported FAR part and has not been reviewed.
- Filled from the NTSB case API where the bulk record had no value: investigation status, coordinates, cause areas. Values present in the bulk record are kept.
- The date is the local date, which is the same as the UTC date the NTSB stores.
- API snapshot SHA-256: 0bc29555de3975b300f034a4aab63efb3e250ff33b3910b73839740b76236776; retrieved 2026-09-16T19:08:11.438Z.