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Aircraft:
Piper PA-12
Where: Arctic Village
AK
Injuries: None
Phase of Flight: Landing
About 1230 Alaska daylight time, a tundra-tire
equipped Piper PA-12 airplane sustained substantial
damage when it nosed over during the landing roll
at a remote landing area, about 62 miles west of
Arctic Village, Alaska. The airplane was being operated
as a visual flight rules (VFR) cross-country personal
flight when the accident occurred. The airplane
was operated by the pilot. The airline transport
certificated pilot, and the sole passenger, were
not injured. Visual meteorological conditions prevailed.
The flight originated at the Galbraith Lake Airport,
Galbraith Lake, Alaska, about 1205. No flight plan
was filed, nor was one required.
During a telephone conversation with the National
Transportation Safety Board (NTSB) investigator-in-charge
(IIC), the pilot reported that he prepared a remote
landing area to facilitate a hunting trip by cutting
brush to form an airstrip. The dirt and rock surface
area was oriented east/west, and was about 900 feet
long, and about 40 feet wide. He tied wind-indication
streamers at both ends of the landing area. He indicated
that he made one successful takeoff and landing,
and flew to Galbraith Lake and returned with a passenger.
The pilot said that during the accident landing,
he landed toward the east, but the landing roll
was faster than normal. The pilot stated that as
the airplane reached the end of the landing area,
he applied heavy braking, and the airplane nosed
over. It received structural damage to the left
wing, the vertical stabilizer, and the right wing
lift struts. Following the accident, the pilot reported
that he observed his wind-indicating flagging switch
direction 180 degrees.
The National Transportation Safety Board determines
the probable cause(s) of this accident as follows:
The pilot's inadequate evaluation of the weather
conditions, which resulted in an overrun and subsequent
nose over during the landing roll. A factor contributing
to the accident was a tailwind.
Aircraft: Piper PA-18-150
Where: Fairbanks, AK
Injuries: None
Phase of Flight: Landing
The student pilot reported that he was landing a tailwheel-equipped airplane on a gravel bar during a Title 14, CFR Part 91 personal flight. He stated that during the landing roll he applied the brakes too hard, and the airplane nosed over, damaging both wing lift struts and a wing spar. He also indicated that there were no mechanical anomalies with the airplane prior to the accident.
The National Transportation Safety Board determines the probable cause(s) of this accident to be: The pilot's excessive braking during the landing roll, which resulted in a loss of control and a nose over.
Aircraft:
Piper PA-18-150
Where: Reno, NV
Injuries: 1 Uninjured
Phase of Flight: Landing
The airplane ground looped during routine pattern
work. The pilot made one successful touch-and-go
landing. About 300 feet from touchdown, he noticed
he was experiencing a quartering left tailwind.
He considered performing a wheel landing with partial
flaps, but decided to make a full stall landing
with full flaps. The touchdown was good, but during
the landing roll the airplane began to veer to the
right. He applied left rudder, but got no response.
He then applied more left rudder and some left brake.
The airplane immediately veered left at an angle
of 45 degrees to the runway centerline. He reacted
with right rudder and brake and the airplane turned
to the right so that it was pointed 30 degrees to
the right of the centerline. As the airplane reached
the centerline, the airplane ground looped. The
left axle broke and the left spar sustained substantial
damage.
THE CAUSE
The National Transportation Safety Board determines
the probable cause(s) of this accident as follows:
The pilot failed to maintain directional control
resulting in an inadvertent ground loop. A contributing
factor was the tailwind.
Source: National Transportation Board
Aircraft:
Piper PA-18-150
Where: Glade Park, Colorado
Injuries: None
Phase of Flight: Landing
At approximately 1400 Mountain Standard Time,
a Piper PA-18-150 was substantially damaged when
it nosed over during landing at Pinyon Air Park
(CO43), Glade Park, Colorado. The private pilot,
the sole occupant on board, was not injured. Visual
meteorological conditions prevailed. The personal,
cross-country flight was being conducted under the
provisions of Title 14 CFR Part 91. No flight plan
had been filed for the flight that departed Blanding,
Utah, at approximately 1230.
Due to low clouds and visibility at the destination
airport, the pilot diverted to a local air park.
While circling for landing, the pilot noted that
the field was snow-covered; however, he could see
vegetation through the snow and bare ground where
snowmobiles had made several turns. During the landing,
the main landing gear sank in the deep snow and
the airplane nosed over, substantially damaging
the airplane.
The National Transportation Safety Board determines
the probable cause(s) of this accident as follows:
The pilot's inadequate in-flight planning/decision.
Contributing factors include the pilot's selection
of unsuitable terrain for landing and the snow-covered
terrain.
Aircraft:
Piper PA-23-160
Where: Columbus, GA
Injuries: 1 Serious,
1 Minor, 1 Uninjured.
Phase of Flight: Landing
The private pilot was on a visual flight rules
cross-country flight when he began encountering
instrument conditions. The pilot continued into
the instrument conditions for about 30 minutes before
asking Atlanta Approach Control for directions to
the nearest airport for landing. The controller
directed the pilot to two different nearby airports
but both were below minimums. The pilot informed
the controller that he was low on fuel and needed
to land as soon as possible. The controller directed
the pilot to the Columbus Metropolitan Airport,
Columbus, Georgia. The pilot told the controllers
that he would attempt an Instrument approach. The
pilot attempted four unsuccessful approaches with
the controllers talking him through each approach.
On the fifth approach, at five miles from the runway
the pilot stated that both engines quit due to fuel
exhaustion. The pilot called "mayday" and during
the forced landing the airplane collided with trees
and the ground separating the right wing, half of
the left wing, and coming to rest inverted. The
pilot did not report any mechanical deficiencies
with the airplane during the attempted approaches.
The National Transportation Safety Board determines
the probable cause(s) of this accident as follows:
The pilot's inadequate decision to continue VFR
flight into IMC conditions, which resulted in a
loss of engine power due to fuel exhaustion.
Aircraft:
Piper PA-28-140
Where: Dighton, KS
Injuries: Three fatal
Phase of Flight: In
Flight
At 2015 central standard time (CST), a Piper
PA-28-140, operated by a private pilot, was destroyed
when it impacted the terrain 8 miles northeast of
Dighton, Kansas. A post-crash fire ensued. Instrument
meteorological conditions prevailed at the time
of the accident. The personal flight was being conducted
under 14 CFR Part 91. The pilot filed an instrument
flight rules flight plan, in flight, with Denver
Air Route Traffic Control Center (ARTCC), prior
to the accident. The pilot and two passengers on
board the airplane were fatally injured. The cross-country
flight originated at Denver, Colorado, at 1700 mountain
standard time (MST), and was en route to Wichita,
Kansas.
At 1452:02 MST, the pilot contacted the Denver
Flight Service Station (AFSS) and filed a VFR flight
plan from Front Range Airport (FTG), Denver, Colorado,
direct to Benton Airport (1K1), Benton, Kansas.
The pilot proposed to take off at 1700 MST. He filed
an en route altitude of 7,500 feet mean sea level
(msl), and estimated his time en route would be
3 hours and 45 minutes. The flight service specialist
asked the pilot if he had the AIRMETS for turbulence.
The pilot replied, "Yes, I have all the AIRMETS'
and the weather; and I'm hoping to go in VFR. If
I have to, I will switch IFR in route." The flight
service specialist said, "OK, I was just going to
say VFR flight not recommended because there is
some IFR conditions in that area." The flight service
specialist also asked the pilot if he had the AIRMET
for icing? The pilot said, "Yes."
The pilot's wife said that he contacted her from
Denver, Colorado, an hour before taking off. She
said that the pilot never said anything about the
weather. He told her that he would be back home
(Wichita) in 4 hours. The pilot's wife said that
he should have arrived home at approximately 2130
CST.
At 1801:49 MST, the pilot contacted the Denver
ARTCC and told them he was over the Kit Carson [Colorado]
Airport at 8,000 feet msl. The pilot told the radar
controller that he was "VFR on top" and that he
was probably going to have to "switch to an IFR
flight plan shortly, can I do that with you?"
At 1804:53 MST, the Denver ARTCC radar controller
cleared the aircraft to 1K1 "via direct Wichita,
direct 1K1, maintain VFR on top."
At 18 13:07 MST, the pilot contacted the Denver
AFSS Flight Watch and requested the local conditions
at Wichita Mid Continent Airport (ICT). Denver Flight
Watch told the pilot, "Wichita currently reporting'.
wind 110 at 7, visibility 3 [miles], light rain,
mist, ceiling 500 feet agl, overcast, temperature
3 [degrees Centigrade], dew point 3 [degrees Centigrade],
altimeter 30.08 [inches of Mercury], ceiling 300
[feet agl] variable 900 [feet agl]." Denver Flight
Watch then told the pilot, "be advised, they do
have an AIRMET for occasional IFR conditions for
the southern portion of Kansas ... VFR flight isn't
recommended due to low stratus clouds'" Before leaving
Denver Flight Watch, the pilot said," ... right
now we have tops of clouds are about 7,000 feet.
We're at 7,500 [feet] and have clouds above us also."
At 1825:16 MST, Denver ARTCC told the pilot his
position was 25 miles southeast of the Goodland,
Kansas, VORTAC. The pilot told the radar controller
that he needed to go into ICT.
At 1825:53 MST, Denver ARTCC cleared the aircraft
to ICT.
At 1845:24 MST, Denver ARTCC instructed the pilot
to contact Kansas City Center. There was no response.
Between 1845:52 and 1847:59 MST, Denver ARTCC made
five additional radio calls to the aircraft. There
were no responses to any of the calls.
At 1848:52 MST, the pilot contacted Denver ARTCC.
Denver ARTCC instructed the pilot to contact Kansas
City Center. There was no response from the pilot.
Denver ARTCC made two additional calls.
At 1850:10 MST, the pilot told Denver ARTCC,
"' I got you weak and scratchy'. we are now in the
clouds; request IFR to ICT, 7,000 feet." The Denver
ARTCC radar controller told the pilot to standby.
The Denver ARTCC radar controller began coordinating
the radar handoff of the aircraft with Kansas City
ARTCC "Hayes Low" radar controller.
At 1851:18 MST, Denver ARTCC called and told
the pilot, "'you're cleared to Wichita via direct,
maintain 7,000 [feet msl]. The pilot acknowledged,
"7,000 feet, direct ICT." Denver ARTCC then instructed
the pilot to contact Kansas City Center. The pilot
acknowledged the frequency change.
At 1854:42 MST, the Denver ARTCC radar controller
contacted the Hayes Low controller and said, "I'm
still seeing [aircraft number]. He's at 6,300 [feel
agl} ... I told him to maintain seven, and I don't
know why he's going down."
At 1900:33 MST (2000:33 CST), the Kansas City
ARTCC Hill City low controller contacted the Denver
ARTCC radar controller inquiring if Denver ARTCC
was still talking to [aircraft number]. The Denver
radar controller said that he wasn't, and they reconfirmed
the frequency the aircraft was supposed to be on.
The Denver ARTCC radar controller also said that
he didn't know why [aircraft number] was at 6,000
feet msl. Denver ARTCC tried to contact the aircraft
several times.
At 2004:18 CST, the Kansas City ARTCC Hayes low
controller told Denver ARTCC, "' he's like circling
now."
At 2007:39 CST, Denver ARTCC radar showed the
aircraft 25 miles northeast of Scott City, Kansas,
at 5,200 feet msl.
At 2011:12 CST, Kansas City ARTCC radar showed
the aircraft at 4,600 feet msl.
At 2012:20 CST, Denver ARTCC tried to contact
the aircraft again. There was still no response.
At 2013:53 CST, Denver ARTCC contacted Canadian
Airlines International, Flight 183, and asked if
they would try raising [aircraft number] on their
frequency. They said they would try.
At 2015:05 CST, Kansas City ARTCC lost radar
contact with the Piper 140.
The airplane was at 4,500 feet msl when radar
contact was lost. The airplane's position was 7
miles north and 5 miles west of the Dighton, Kansas
Airport.
At 2015:16 CST, Denver ARTCC received this call
from an unidentified aircraft, "Denver Center [broken
transmission] four four [broken transmission]."
At 2015:23 cst, Denver ARTCC received a broken
transmission from an unidentified aircraft, followed
by an open mike with a whine increasing in pitch.
At 2015:29 CST, Denver ARTCC received another open
mike with a whine increasing in pitch.
At 2015:36 CST, Key Lime Air Flight 220 contacted
Denver ARTCC and told them that they just heard
an aircraft over the air say he was going down.
Denver ARTCC asked Canadian Airlines Flight 183
if they had heard the aircraft. They responded,
"'we believe we heard the same thing that the other
airplane did as well."
Denver ARTCC contacted Key Lime Air Flight 220
again to clarify what they had heard. They responded,
"... we think it was twenty or twenty-five miles
northeast of Goodland [Kansas] and'. just heard
his call sign'Cherokee and' some screaming in the
background' that they were going down." Key Lime
220 then told Denver ARTCC that they picked up light
to moderate rime ice at 6,000 feet msl.
At 2032 CST, Denver ARTCC contacted the Lane
County, Kansas, Sheriffs Office and requested assistance
"in locating a plane that disappeared from radar."
They were informed that the airplane was en route
to Wichita, and was pinpointed at about 17 miles
north-northeast of Dighton, around Utica, Kansas.
The Lane County Sheriffs Office was also told that
they (Denver ARTCC) heard someone say, "We're going
down." The airplane had disappeared "about 15 minutes
ago."
At 2058 CST, Lane County Sheriffs Deputies located
the airplane.
PERSONNEL INFORMATION
The pilot held a private pilot certificate
with single-engine land, instrument airplane rating.
The pilot held a current third class medical
certificate with no restrictions.
METEOROLOGICAL CONDITIONS
The pilot contacted the Denver AFSS and received
a forecast weather briefing for the following evening.
The in-flight briefer told the pilot to expect marginal
VFR conditions when entering Kansas.
On the day of the flight at 1223 MST, the pilot
contacted Denver AFSS requesting a weather briefing
for a VFR flight from FTG to ICT, taking off at
1700 MST. The pre-flight briefer told the pilot,
"'. [it] doesn't look promising - do have AIRMETS
in effect for icing here in the Denver area, occasional
moderate rime or mixed icing, clouds or precipitation
to 18,000 [feet msl], and you pick up the AIRMET
area again around Garden City, and it continues
into Wichita."
An AIRMET for ice was issued for South Dakota,
Nebraska, Kansas, Iowa, Missouri, Oklahoma, Texas,
Arkansas, Tennessee, Louisiana, and Mississippi;
occasional moderate rime/mixed icing in precipitation
above freezing level to flight level 180 ... conditions
ending west of Gage, Oklahoma, to Alexandria, Louisiana,
line by 2000 MST.
The weather at Garden City, Kansas, 43 miles
from the accident site on a 197 degrees magnetic
heading, at 2031 CST, was reported as 100 feet above
ground level (agl) overcast ceiling, 3 miles visibility
with light rain, temperature 32 degrees Fahrenheit
(F), dew point 32 degrees F, winds 120 degrees at
11 knots, and altimeter 29.97 inches of Mercury
(Hg).
The weather at Dodge City, Kansas, 45 miles from
the accident site on a 160 degree magnetic heading,
at 2018 CST, was reported as 100 feet vertical visibility,
3/4 statute mile visibility with light rain, temperature
32 degrees F, dew point 32 degrees F, winds 110
degrees at 11 knots, and altimeter 29.99 inches
Hg.
The weather at Liberal, Kansas, 60 miles from
the accident on a 180 degree magnetic heading, at
2035 CST, was reported as 100 feet agi overcast
ceiling, 1/2 statute mile visibility, temperature
32 degrees F, dew point not reported, winds 110
degrees at 11 knots, and altimeter 29.96 inches
Hg.
At 2145 CST, a Kansas State Police Officer responded
to the accident site from Meade, Kansas (80 miles
south of the accident site). The officer said that
he was "fighting a strong northerly wind while driving
up." The officer said that when he left Meade, "the
visibility was down to 1/8 mile with fog. When he
arrived at the accident site at midnight, the visibility
was about 1 mile. "That's when the rain started."
WRECKAGE AND IMPACT INFORMATION
The accident location was approximately 8
miles northeast of Dighton, Kansas. The accident
site was located on the crest of a hill, within
a rolling cow pasture, bordered on the north by
County Road 220, an east-west running gravel road
in Lane County, Kansas.
The airplane main wreckage consisted of the remains
of the engine, cowling, and propeller, the left
and right wings, the remains of the cabin and fuselage,
and the empennage. The airplane was oriented on
a 275-degree magnetic heading.
A ground scar preceded the main wreckage. It
was located adjacent to the airplane's engine and
propeller, to the west. The ground scar was 8 feet
wide, 7 feet, 4 inches long, and 16 inches at its
deepest point, which was located at the northwest
edge. Pieces of clear Plexiglas and white fiberglass
were located in the ground scar and around the southwest
edge.
An examination of the engine, engine controls,
and remaining airplane systems revealed no anomalies.
FIRE
Units from the Dighton, Healy, Pendennis,
and Shields, Kansas, Fire Departments responded
to a grass fire reported by a Lane County Sheriffs
Deputy at 2049 CST. A burned grass area, approximately
8 feet wide and 63 feet long, preceded the airplane
main wreckage from southeast to northwest. The burned
grass area continued around the airplane main wreckage
and ran northwestward for 225 feet. This area was
approximately 24 feet at its widest point, near
the airplane main wreckage. An additional area of
burned grass ran westward from the airplane main
wreckage.
TESTS AND RESEARCH
The airplane's vacuum pump and pilot's attitude
indicator gyro were examined at the Safety Board's
Materials Laboratory. The examination showed that
both components had been subjected to severe heating,
up to the melting point of aluminum, approximately
1,000 to 1,200 degrees F. The attitude indicator
gyro showed no mechanical damage to the case or
rotor. The vacuum pump revealed no damage to the
drive coupling, vanes, rotor, or case.
The National Transportation Safety Board determines
the probable cause(s) of this accident/incident
as follows: The inadvertent stall. Factors relating
to this accident were the pilot's inadvertent flight
into known adverse weather conditions, the icing
conditions, and improper in-flight planning by the
pilot.
Source: National Transportation Board
Aircraft: Piper PA-28-161
Where: Yonkers, NY
Injuries: 2 minor
Phase of Flight: En route
A Piper PA-28-161, N2759M, was substantially damaged while ditching in the Hudson River, following a total loss of engine power in cruise flight near Yonkers, New York. The certificated private pilot and flight instructor sustained minor injuries. Visual meteorological conditions prevailed for the instructional flight that departed South Jersey Regional Airport (VAY), Mount Holly, New Jersey; destined for Lincoln Park Airport (N07), Lincoln Park, New Jersey. No flight plan was filed for the instructional flight conducted under 14 CFR Part 91.
The pilots stated that the flight instructor was familiarizing him with operating in the visual flight rules (VFR) corridor along the Hudson River. Prior to takeoff, the private pilot had the airplane completely fueled. The airplane was in cruise flight about 900 feet agl, traveling north over the river when without warning, the engine sputtered and lost all power near the George Washington Bridge. The pilots did not hear any mechanical binding, and the propeller continued to turn while the engine sputtered. The flight instructor transmitted a distress signal, and took control of the airplane. An attempt to restart the engine was unsuccessful, and the flight instructor ditched the airplane in the Hudson River.
The New York City Police Department and United States Coast Guard subsequently rescued the pilots, and searched for the wreckage. As of the publication date of this report, the wreckage had not been located.
LaGuardia Airport (LGA), Flushing, New York, is located about 5 miles southeast of the accident site. The reported weather at LGA, at 1151, was: wind from 160 degrees at 7 knots; visibility 10 miles; few clouds at 12,000 feet; overcast ceiling at 15,000 feet; temperature 45 degrees F; dew point 30 degrees F; altimeter 30.20 inches Hg.
The National Transportation Safety Board determines the probable cause(s) of this accident to be: A loss of engine power for undetermined reasons, which resulted in a ditching.
Aircraft: Piper PA-28-161
Where: Middletown, RI
Injuries: 3 Fatal
Phase of flight: Landing
On July 3, 2008, at 1931 eastern daylight time, a Piper PA 28-161 sustained substantial damage when it impacted trees, during the initial climb from Newport State Airport (UUU), Middletown, Rhode Island. The certificated flight instructor and a passenger were killed. The third occupant, a student pilot, was seriously injured and succumbed to his injuries on September 15, 2008. Visual meteorological conditions prevailed and no flight plan was filed for the local instructional flight.
According to the airplane owner and fueling records, the airplane was "topped-off" with 25.1 gallons of 100 low-lead aviation fuel, and departed on runway 22, a 2,999-foot-long, 75-foot-wide, asphalt runway. Several witnesses, who lived near the airport, reported hearing the engine noise cease, immediately followed by the sound of an impact. One of the witnesses approached the wreckage from the right side, and was able to extricate the student pilot before the airplane was consumed by fire.
Another witness was a professional pilot, who held an airline transport pilot certificate. The witness stated that he was approaching UUU in a Socata TBM 700, with the intent to land and drop-off a passenger. During the approach, the witness was behind a "PA 28 aircraft" in the traffic pattern (but could not positively identify it as the accident airplane). A pilot in the PA 28 reported that he was on a downwind leg for runway 22, with the intention to touch-and-go. The witness thought it was odd that the PA 28 was "quite high" on final approach, landed about mid-field, and the performed a touch-and-go.
The professional pilot witness then landed, dropped-off his passenger, and prepared to depart about 10 minutes later. During engine start-up, the witness noticed that the accident airplane (but could not positively identify it as the previous PA 28) landed about 2,000 feet beyond the approach end of runway 22. It was slow, but the witness thought that the accident airplane might not be able to stop on the remaining runway. The witness was then "shocked" that the pilot attempted to perform a touch-and-go as the airplane rotated and began a "slow laborious climb." The witness further stated:
"The nose was too high to permit any gain in airspeed and it mushed along with the wings occasionally rocking. It was basically in a slow left turn never rising above the tree line until it impacted the trees more or less wings level."
Radar data was obtained from the Federal Aviation Administration (FAA). Review of the radar plot revealed targets with a 1200-transponder code, oriented along a path consistent with a left-hand traffic pattern for runway 22 at UUU. The last target was recorded at 1931:04, near the threshold of runway 22, indicating an altitude of 100 feet above mean sea level. No subsequent corresponding radar targets were recorded near the departure end of runway 22.
PILOT INFORMATION
The pilots' logbooks were not recovered. The flight instructor, age 63, held a commercial pilot certificate, with ratings for airplane single-engine land, airplane multiengine land, and instrument airplane. He also held a flight instructor certificate, with ratings for airplane single-engine and instrument airplane. The flight instructor's most recent third-class medical certificate was issued on January 14, 2008. At that time, he reported a total flight experience of 2,650 hours. According to the airplane owner, UUU was the flight instructor's home airport, and he frequently instructed in the accident airplane. The flight instructor was seated in the left front seat at the time of the accident.
The student pilot, age 38, obtained his most recent third-class medical certificate on December 4, 2007. At that time, he reported a total flight experience of 12 hours. According to the airport manager at UUU, the student pilot completed his first solo flight during June 2008. The student pilot was seated in the right front seat, and his wife was seated in a rear passenger seat.
AIRCRAFT INFORMATION
The four-seat, low-wing, fixed-gear airplane was manufactured in 1977. It was powered by a Lycoming O-320, 160-horsepower engine and equipped with a Sensenich propeller.
Review of the airplane's logbooks revealed that a 100-hour inspection was completed on June 23, 2008, at a total airframe time of 4,405.1 hours. At the time of the inspection, the engine had accumulated 1,081.8 hours of operation since major overhaul.
METEOROLOGICAL INFORMATION
The reported weather at UUU, at 1953, was: wind variable at 4 knots; visibility 5 miles in haze; broken ceiling at 8,000 feet, overcast ceiling at 9,000 feet; temperature 22 degrees Celsius (C); dew point 18 degrees C; altimeter 29.97 inches of mercury.
WRECKAGE INFORMATION
The airplane came to rest in trees on a residential property, about 1,000 feet beyond the departure end of runway 22. An approximate 30-foot debris path was observed, which consisted of damaged trees. The debris path was oriented along a magnetic course of approximately 180 degrees. The wreckage was also oriented on a heading about 180 degrees. The aft portion of the wreckage remained upright, while the engine was inverted. The cockpit and cabin area were consumed by fire; however, all major portions of the airplane were accounted for at the scene.
The wreckage was examined at the accident site on July 4 and 5, 2008. The right wing separated near the wing root and about mid-span. The middle section of the right wing, including the right flap and inboard right aileron, was consumed by fire. Crush damage was noted on the leading edge of the right wing, and approximately two-thirds of the aileron remained attached to the right wing. The inboard section of the left wing, including the left flap, had also been consumed by fire. Two-thirds (outboard) of the left wing remained intact, with the left aileron attached. The empennage also remained intact. Stabilator and rudder control continuity were confirmed from the control surfaces to the control column in the cockpit. Aileron control continuity was confirmed from their respective bellcranks to the control column in the cockpit. The stabilator trim jackscrew was measured, revealing four visible threads, which equated to an approximate neutral position. The left aileron bellcrank remained attached to the airframe, and the right aileron bellcrank had separated from the right wing, consistent with impact forces. Both aileron cables were intact and traced from their respective bellcranks, to the sprocket and chain assembly at the cockpit control column. The aileron balance cable had separated and exhibited features consistent with tensile overload.
The remnants of the throttle and mixture cable were found in the aft position, and the remnant of the carburetor heat control was found in the midrange position. The flap handle was in the 10-degree flap extended position, and the fuel selector was destroyed. Only two readable cockpit instruments were recovered. The vertical speed indicator displayed an approximate 500-foot-per-minute descent, and the attitude indicator was tumbled.
The propeller remained attached to the engine, and exhibited little damage. The engine exhibited fire damage to the accessory section and carburetor. The engine was removed from the airframe, and the propeller was rotated by hand. Crankshaft, camshaft, and valve train continuity were confirmed, and thumb compression was attained on all four cylinders. The magnetos sustained fire damage and could not be tested; however, when the No. 1 cylinder was placed to top-dead-center, internal timing of the engine was verified via rocker arm oscillation on the No 2 cylinder. When the oil filter was opened, no metallic contamination was observed. Disassembly of the carburetor revealed that the floats and needle were intact. The mechanical fuel pump was destroyed, and could not be tested. All eight spark plugs were removed and inspected. Their electrodes were intact and light gray in color, except for the No. 1, No. 2, and No. 3 top spark plugs, which were oil soaked.
MEDICAL AND PATHOLOGICAL INFORMATION
An autopsy was performed on the flight instructor by the Rhode Island Department of Health, Office of the State Medical Examiner, Providence, Rhode Island. According to the autopsy report, the cause of death was listed as "thermal injuries and smoke inhalation."
Toxicological testing was performed on the flight instructor by the FAA Bioaeronautical Science Research Laboratory, Oklahoma City, Oklahoma. The testing revealed:
"HYDROXYCHLOROQUINE detected in Blood
HYDROXYCHLOROQUINE detected in Urine
IBUPROFEN detected in Urine."
According to the flight instructor's wife, and review of his medical records by a National Transportation Safety Board medical officer, he had a recent history, beginning about 9 months prior to the accident, of severe joint pain of the hands, wrists, knees, ankles, and feet. The flight instructor had been diagnosed with rheumatoid arthritis and had been treated with ibuprofen, prednisone, hydroxychloroquine, and methotrexate. During a doctor's visit 2 weeks prior to the accident, it was noted that the flight instructor "still has some pain and stiffness of his hands and wrists...significant morning stiffness lasting several hours." He was noted at that time to be taking 800 mg of ibuprofen twice a day and 400 mg of hydroxychloroquine once a day, and methotrexate was increased to 15 mg, once per week. He had been referred to an ophthalmologist for visual field testing "before he begins taking hydroxychloroquine," but the hydroxychloroquine was started on February 12, 2008, and visual field testing had not been accomplished as of the time of the accident. The flight instructor's most recent application for airman medical certificate noted "No" to "Do You Currently Use Any Medication," to all items under "Medical History," and to "Visits to Health Professional Within Last 3 Years."
The National Transportation Safety Board determined the probable cause of this accident to be: The flight instructor’s failure to initiate a go-around during high approach, and his inadequate remedial action during an attempted touch-and-go.
Source: National Transportation Board
Aircraft:
Piper PA-28-180
Where: Erhard, MN
Injuries: One fatal
Phase of Flight: In
flight
At 2003 Central Standard Time, a Piper PA-28-180
operated by a private pilot was destroyed when it
impacted into a cornfield 1-1/2 miles northwest
of Erhard, Minnesota. Instrument meteorological
conditions prevailed at the time of the accident.
The ferry flight was being conducted under the provisions
of 14 CFR Part 91 without a flight plan. The pilot
sustained fatal injuries. The flight originated
at Detroit Lakes (DTL), Minnesota, at 1940, and
was en route to Fergus Falls (FFM), Minnesota.
The owner of the airplane said that he and the
pilot had flown to DTL in the airplane so that the
owner could pick up another airplane and ferry it
back to FFM. The owner said the flight to DTL was
uneventful. At DTL, they checked the weather for
the return flight. The automatic weather observing/reporting
system (AWOS) at FFM was reporting a ceiling of
800 feet overcast and 7 miles visibility. The owner
took off in a Piper Seneca before the pilot took
off. The owner said that he heard the pilot departing
DTL on his airplane radio. En route to FFM, the
pilot contacted the owner and inquired if the owner
got off okay. The owner responded that everything
was working. The pilot then said, "You must be close
to Fergus [Falls]". The owner said that he was 11
miles from FFM at that time. The owner said he landed
right at 2000. While taxiing to the ramp, the owner
said he tried to call the pilot on the airplane's
radio. There was no response. The owner parked his
airplane and went into the fixed base operator (FBO)
to contact the pilot on the FBO radio. Again, there
was no response.
A witness on a farm located near the accident
site said that he first heard the airplane. "We
couldn't see it. It was in the clouds or fog." The
witness said the ground visibility was good. "The
airplane appeared out of the fog approximately up
150 ft. spiraling sharp to the right, and going
down fast. It only took a few seconds for it to
hit the ground."
PERSONNEL INFORMATION
The pilot held a private pilot certificate
with a single-engine land airplane rating. The pilot
completed a biennial flight review on August 13,
2000. The records indicated that in April 1999,
the pilot had logged 230 flying hours.
The pilot held a third class medical certificate.
Under limitations, the pilot's medical certificate
stated the pilot must wear corrective lenses.
AIRCRAFT INFORMATION
The airplane was used for flight instruction and
rental purposes Total airframe and tachometer times
recorded at the annual inspection were 5,017 hours
respectively. The tachometer time recorded at the
accident site was 5,175 hours.
METEOROLOGICAL CONDITIONS
At 2017, the AWOS at FFM, 15 miles south of the
accident site, reported sky conditions 600 overcast,
7 miles visibility, temperature 21 degrees Fahrenheit
(F), dew point 14 degrees F, winds 150 degrees at
12 knots, and altimeter 29.91 inches of mercury.
WRECKAGE AND IMPACT INFORMATION
The accident site was located in a snow covered
corn stubble field, 60 feet south of Otter Tail
County-Township Road 370, an east-west running gravel
road. The accident site, which contained the airplane
main wreckage, covered an area approximately 50-feet
long, running north to south, and 30-feet wide,
running east to west. Preceding the main wreckage,
and approximately 25 feet south of the road, was
a set of east west running power lines. The power
lines were suspended by 30-foot poles and paralleled
the road. The power lines showed no damage.
The main wreckage consisted of the entire airplane.
The airplane rested on the engine, propeller, and
cowling, and was oriented on a 230 degree magnetic
heading.
The airplane's engine mounts were broken aft and
downward. The firewall was bent forward around the
rear engine accessories and crankcase. The majority
of the accessories were broken out. The top and
bottom cowlings were broken aft. The top cowling
rested 10 feet south of the main wreckage. The nose
gear was broken aft. The wheel pan was broken off.
The airplane's windscreen, glareshield, and instrument
panel were broken out and fragmented. The front
cabin floor was broken upward. The cabin ceiling
and left aft cabin wall were crushed aft. Interior
panels were broken out and fragmented. The cabin
door was bent outward and crushed aft. The door
window was broken out and fragmented. The cabin
floor, aft of the front seats was broken downward.
The right side cabin was crushed upward and aft.
The right cabin windows and cabin interior panels
were broken out and fragmented. The baggage area
was crushed aft. The baggage door was broken out
and crushed aft.
The airplane's engine and propeller were examined
following extraction from the impact hole. The spinner
was crushed aft and broken. The rear spinner plate
was bent aft around the propeller hub. The propeller
remained attached at the flange. Both propeller
blades showed torsional bending, chordwise scratches
and blade tip curling. An examination of the engine,
engine controls, and remaining airplane systems
showed no anomalies.
MEDICAL AND PATHOLOGICAL
INFORMATION
The results of FAA toxicology testing of specimens
received from the pilot were negative for all tests
conducted.
The National Transportation Safety Board determines
the probable cause(s) of this accident/incident
as follows.
The pilot's failure to maintain aircraft control.
Factors relating to the accident were the pilot's
encounter with known adverse weather conditions,
the low ceiling, the pilot disregarding the weather
observation information obtained prior to the flight,
and the pilot's lack of instrument experience.
Source: National Transportation Board
Aircraft: Piper
PA 28-180
Where: Oxford, MA
Injuries: 1 Minor
Phase of Flight: Landing
The pilot was on a cross country flight when
he became disoriented and misidentified the airport
that he intended to land at with another airport
located about 9 miles away. Both airports had the
same runway alignment and Unicom frequency. The
pilot performed a short field approach to runway
02, and landed about 1/3 of the way down the 2,097
foot long snow and patchy ice covered runway. He
said that he "landed longer down the runway than
he would have liked, and that was part of the problem."
During the landing roll-out, the pilot said that
he avoided hard braking due to the runway conditions.
As the airplane came over a rise, he noticed a snow
bank located at the end of the runway and decided
to abort the landing. With less than half of the
runway length available, the pilot applied power
and tried to establish a climb, but was unable to
clear the trees. The pilot reported that there were
no mechanical deficiencies. He also reported that
the accident could have been prevented by, "strict
adherence to the flight plan...use of multiple characteristics
to identify rural airports...[and] more precise
execution of short-field procedure." A review of
the Piper PA-28-180 takeoff performance charts revealed
that the airplane would have needed approximately
1,625 feet to take off over a 50-foot obstacle on
a paved, level, dry runway in zero wind conditions
with 25 degrees of flaps extended, and full power
applied before brake release.
The National Transportation Safety Board determines
the probable cause(s) of this accident as follows:
The pilot's delayed aborted landing and his failure
to attain obstacle clearance. The pilot's misjudgment
of distance is a contributing factor.
Aircraft:
Piper PA-28-180
Where: Peachtree City.
GA
Injuries: 1 Fatal
Phase of Flight: Approach
At 2007 Eastern Standard Time, a Piper PA-28-180
operated by a private-rated pilot as a 14 CFR Part
91 personal flight, collided with trees during an
approach into Falcon Field, Peachtree City, Georgia.
Instrument meteorological conditions prevailed at
the time of the accident, and instrument flight
rules flight plan was filed. The airplane was destroyed
by impact forces, and the private pilot was fatally
injured. The flight originated from Craig Municipal
Airport, Jacksonville, Florida.
At 1708, the pilot checked in with Atlanta Approach
Control, and requested the localizer 10-approach
at the Macon Downtown Airport, Macon, Georgia (MAC).
The pilot was radar vectored to intercept the localizer,
and cleared for the localizer 10-approach at MAC.
At 1745, the pilot contacted the Atlanta Approach
Control, and advised that he had over flown the
localizer. Atlanta Approach advised the pilot that
he was about a mile north of the localizer, and
issued vectors back to the localizer 10-approach.
The pilot was cleared for the localizer 10-approach,
and established on the localizer. Atlanta Approach
Control advised the pilot he could cancel IFR and
change to advisory frequency. At 1756, the pilot
advised Atlanta Approach Control that he was having
trouble staying on the localizer and requested to
go to the Middle Georgia Airport, Macon, Georgia
(MCN). Atlanta Approach Control issued vectors for
MCN, and advised the pilot to expect the ILS runway
5-approach.
At 1819, Atlanta Approach Control cleared the
pilot for the ILS runway 5-approach to MCN. The
MCN tower advised Atlanta Approach Control that
the pilot had panicked and went missed approach.
Atlanta Approach Control contacted the pilot, and
asked if he was all right. The pilot responded "that
he was a little worn out from flying, and would
try to get it under control". At 1830, the pilot
contacted the MCN tower, reported that he had lost
the localizer, and had flown through it. The pilot
requested if he could be taken around to do the
approach again. He was issued radar vectors back
to the ILS runway 5-approach. At 1844, about one
half mile from the approach, the pilot requested
to come around for another approach after drifting
off course.
At 1859, Atlanta Approach Control cleared the
pilot for the ILS runway 5-approach, and was given
instructions to keep him from drifting off course.
At 1903, the MCN tower had the airplane insight
over the runway, and reported that he was climbing
back out. The pilot advised Atlanta Approach that
he needed to try it again because he had totally
missed it. The pilot was issued radar vectors again
for the ILS runway 5-approach.
At 1922, the pilot apologized for turning off
of the localizer course, and Atlanta Approach issued
a climb to 2,000 feet. Atlanta Approach requested
the fuel status of the airplane. The pilot replied
that the right tank was getting low, and left tank
was half full. Atlanta Approach Control advised
the pilot that he could go to another airport where
the weather was better. The pilot acknowledged,
and was radar vectored to the Peachtree City Airport-Falcon
Field (FFC) localizer 31-approach. At 2004, Atlanta
Approach cleared the pilot for the approach, one-mile
from the final approach fix, and the pilot acknowledged.
At 2007, the controller lost radar and radio
contact with the flight, and a search was initiated
to locate the airplane. At 2105, the airplane was
located one mile southeast of the approach end of
the runway 31.
PILOT INFORMATION
Review of the pilot's FAA records revealed, that
he was issued a private pilot certificate for airplane
single- engine land. The pilot was issued an instrument
rating on June 10, 2005. Review of the pilot's logbook
revealed, he had a total flight time of 437.8 flight
hours. The pilot logged 17.1 flight hours of actual
instrument flight time, and 133 flight hours of
simulated instrument time. The private pilot held
a third class medical certificate dated June 25,
2004, and was valid when wearing corrective lenses.
AIRCRAFT INFORMATION
The accident airplane was a 1971 Piper PA-28-180
Cherokee. It was a four-place; low-wing aircraft
of predominantly aluminum construction with a fixed
tricycle landing gear configuration. A 180-horsepower
Lycoming O-360-A4A engine powered the airplane.Review
of aircraft maintenance logbooks indicated that
the last recorded altimeter, static, and transponder
system checks were completed. The last annual inspection
was conducted on March 10, 2005. The tachometer
time at the annual inspection was 2008.55 hours.
At the time of the accident the tachometer indicated
2071.88 hours.
METEOROLOGICAL INFORMATION
Selected surface weather observations for the
destination and accident area, in part, follow.
No observations were available for Macon Downtown
Airport (MAC).
Peachtree City Airport/Falcon Field (KFFC), Atlanta,
Georgia: field elevation 808 feet msl, located approximately
331 degrees at 1 nautical mile from the accident
location, Automated Surface Observing System (ASOS),
alternate airport:
Time-1953; wind-variable at 3 knots; visibility-4
miles; present weather-mist; sky condition-overcast
800 feet; temperature-13 degrees Celsius; dew point-13
degrees Celsius; altimeter setting-30.00 inches
hg; remarks-rain ended 1923 ceiling 500 feet variable
1,100 feet.
Middle Georgia Regional Airport (KMCN), Macon,
Georgia: field elevation 354 feet msl, augmented
ASOS, alternate airport.
Time-1753; wind-calm; visibility-2 miles; present
weather-mist; sky condition-overcast 600 feet; temperature-14
degrees Celsius; dew point-13 degrees Celsius; altimeter
setting-30.02 inches hg; remarks-rain ended 1735
ceiling 200 feet variable 700 feet.
WRECKAGE EXAMINATION
The main wreckage was located at 33.21:16N, 084.34:11W,
one mile from the approach end of runway 31 in a
heavily wooded area. Examination of the crash site
revealed that the airplane collided with trees and
the ground. The crash debris line was 300 feet in
length on a heading of 330-degrees magnetic.
The cockpit section of the airplane was crushed.
The flight and communication instruments were destroyed.
The throttle position was aft and bent. The mixture
control was full rich, and the ignition switch was
in the both position. The fuel selector was on the
left tank, and the fuel primer was in the locked
position. The flap handle was down, indicating flaps
up.
The fuselage was split vertically at the forward
edge of the baggage area. The right side of the
fuselage, aft of the baggage area was crushed inward.
The entry door at the right side of the fuselage
was detached and damaged. Flight control continuity
was established to all flight controls in the cockpit.
The Gascolator was disassembled and one ounce of
fuel was observed in the unit. The nose wheel assembly
was still attached to the engine mounts.
All components of the left wing were located
at the crash site. The left wing separated from
fuselage at the wing root and separated into two
pieces. The aileron was attached to the outboard
4-foot section of wing, with the aileron weight
attached. The inboard portion of wing had the flap
attached. The fuel tank bladder was separated, and
located in the debris field. The left flap mechanism
indicated that the flaps were in the up position.
The aileron cables were attached to the bellcrank,
and separated at the wing root. The left main landing
gear was separated from the wing, and located in
the debris field.
All components of the right wing assembly were
located at the crash site. The right wing was fragmented
into several pieces throughout the wreckage debris
field. The inboard section of flap was attached
to the outboard wing section. The detached outboard
flap section was located in the debris field. The
right fuel tank bladder was fragmented throughout
the debris field. A detached five-foot section of
the main spar was located in the debris field with
the main landing gear attached. The outboard four-foot
section of the wing had parts of aileron attached.
The main section of the aileron was located in the
debris field, and damaged. The aileron cable was
attached to the aileron bellcrank, which was attached
to a small separated section of wing. The aileron
cable was intact to the center fuselage; the balance
cable was broken. The right flap mechanism was in
the up position.
The vertical stabilizer had impact damage on
the top 18 inches of the leading edge, and the rudder
remained attached to the vertical stabilizer. The
rudder cables were attached to the rudder horn and
intact to the center fuselage. The left hand portion
of the stabilator was detached, and had impact damage.
The control arm of the anti-servo tab remained attached
to the fuselage. The right-hand section of the stabilator
was detached and fragmented into several pieces.
The stabilator cables were attached to the balance
bar and intact to the center fuselage.
The propeller revealed one blade was bent rearward
90-degrees 14 inches from the tip. "S" bending and
chordwise scoring was evident in the bent section
of the blade. The second blade was bent rearward
approximately 15-degrees, showed chordwise scoring,
and "S" bending along the entire length. The engine
remained partially attached to the firewall. Impact
damage was noted on the right side, and bottom of
the engine. The exhaust system was crushed. The
crankshaft was rotated 360-degrees; which established
valve train continuity. All four cylinders produced
compression, and boroscope examination did not reveal
any anomalies. Both magnetos were removed from the
engine, and produced spark from all towers when
rotated. All spark plugs were removed for examination,
and exhibited light gray deposits. Seven of the
eight spark plugs were Champion REM38E. The number
3 bottom plug was an Autolite Urem40E.
The carburetor was intact and secure on the manifold,
and residual fuel was observed inside the throttle
body. The throttle lever on the carburetor was at
idle. The mixture control was full rich. The carburetor
heat valve was in the cold position. No external
stains were observed on the carburetor. The carburetor
was opened, and removed for examination. The plastic
float was intact. The needle valve and seat was
free to move and operated normally. The main nozzle
and internal passages were clear of obstructions.
The inlet screen was clean. The fuel pump was intact
and secure on the case and removed for examination.
The pump was found to contain residual clean fuel.
The pump arm was manipulated by hand and pumping
action was noted. The induction air box was impact
damaged. The induction air filter was intact.
PATHOLOGICAL INFORMATION
The Office of the Georgia Bureau of Investigation
preformed a postmortem and Toxicological examination
of the private pilot on January 2, 2006. The reported
cause of death was blunt force trauma. The Forensic
Toxicology Research Section, Federal Aviation Administration,
Oklahoma City, Oklahoma, performed postmortem toxicology
of specimens from the pilot. The results were negative
for carbon monoxide, cyanide, and ethanol.
ADDITIONAL INFORMATION
The wreckage of the airplane was released to
CTC Aviation, Atlanta, Georgia.
The National Transportation Safety Board determines
the probable cause(s) of this accident as follows:
The pilot's failure to maintain sufficient altitude
while performing an instrument approach in instrument
meteorological conditions, which resulted in an
in-flight collision with trees and terrain.
Aircraft: Piper
PA-28-180
Where: Laramie, Wyoming
Injuries: 3 Fatal
Phase of Flight: In
Flight
At 22:16 mountain standard time, a Piper PA-28-180
piloted by a private pilot, was substantially damaged
when it impacted mountainous terrain during cruise
flight, 6 miles northwest of Centennial, Wyoming.
Night visual meteorological conditions prevailed.
The personal flight was being conducted under the
provisions of Title 14 Code of Federal Regulations
Part 91 on a visual flight rules flight plan. The
pilot and his two passengers were fatally injured.
The cross-country flight departed the Rock Springs-Sweetwater
County Airport (RKS) approximately 21:15, and was
en route to Grand Island, Nebraska (GRI).
According to Blue Ridge Aeronautics, a flight
school in Vacaville, California, the flight departed
Nut Tree Airport (VCB) approximately 11:00 Pacific
standard time (PST). The flight was to travel to
Grand Island, Nebraska, on the 17th and continue
on to Chicago, Illinois, on the 18th. The pilot
reported to the flight school that he intended to
follow Interstate 80 for the entire flight.
The pilot filed a flight plan and obtained a
weather briefing from the McMinnville Flight Service
Station, starting at 10:39 PST. According to the
recording, the pilot intended to fly from VCB to
Elko, Nevada (EKO), on to RKS, with a final destination
of GRI. The pilot filed a 13-hour flight plan with
the intension to stop in EKO and RKS for fuel services.
The pilot activated his flight plan with Rancho
Radio at 12:32 PST. No updates with regards to the
flight's progress were made.
According to the airport manager in RKS, the
airplane arrived approximately 20:30 and obtained
fuel services. The pilot purchased 24.3 gallons
of fuel and a flight guide. According to the employee
who fueled the airplane, "the pilot seemed very
unfamiliar with the area and the terrain." The airplane
did not arrive in GRI and an Alert Notification
(ALNOT) was issued for the missing airplane.
According to National Track Analysis Program
(NTAP) radar data, the airplane was tracked from
RKS to 10 miles west of Centennial. After departure
from RKS, the airplane climbed to an encoded altitude
of 13,500 feet mean sea level (msl). Radar data
was lost at 22:16:15, at an encoded altitude of
12,900 feet msl. Search and rescue crews located
the airplane wreckage approximately 08:30 on the
morning of January 19th.
PERSONNEL INFORMATION
The pilot, age 26, held a private pilot certificate
with an airplane single engine land rating. He was
issued a third class airman medical certificate.
The certificate contained no limitations.
The pilot's logbook was located in the airplane
wreckage. A review of the logbook indicated that
the pilot had logged no less than 95 hours total
time; 66 of which were in the make and model of
the accident airplane. The pilot had logged only
3 hours of night flight experience; all of which
was logged during his private pilot training. The
pilot's logbook also reflected approximately 11
hours of instrument ground trainer training. According
to the flight school, he was working towards his
instrument rating.
AIRCRAFT INFORMATION
The accident airplane, a Piper PA-28-180, was
manufactured in 1974. It was registered with the
Federal Aviation Administration on a standard airworthiness
certificate for normal operations. The airplane
was equipped with an O-360-A4A Lycoming engine rated
at 180 horsepower at 2700 rpm. The engine was equipped
with a Sensenich 2-blade, fixed pitch propeller.
A review of the maintenance records indicated
that an Event III inspection had been completed
at an airframe total time of 2,940.8 hours. The
airplane had flown 43.8 hours between the last inspection
and the accident and had a total airframe time of
2,984.6 hours.
METEOROLOGICAL CONDITIONS
The pilot obtained a standard weather briefing
from the McMinnville Flight Service Station (FSS).
During the briefing, Airman's Meteorological Information
(AIRMETs), current weather observations, satellite,
en route forecasts, winds aloft forecasts, terminal
aerodrome forecasts, and Notices to Airmen were
discussed with the pilot. Aside from the initial
weather briefing, no weather updates were provided
to the pilot through the FSS or Direct User Access
Terminal System (DUATS).
A Surface Analysis chart, prepared by the National
Weather Service (NWS), National Center for Environmental
Prediction, depicted a lee side slope low with a
central pressure over northeastern Colorado and
a high pressure system over western Colorado, resulting
in a steep pressure gradient over Colorado and Wyoming.
Doppler weather radar scanned the accident area
at 2152:23, 2202:06, and 2211:48. Data indicated
reflectivity values of -15 to 5 dBz in the accident
area around the accident time.
Aviation area forecasts were issued for Wyoming
the day of the accident, starting at 20:45. The
forecast for the southwestern quarter of Wyoming
was for scattered to broken clouds at 10,000 feet,
broken layers between 12,000 and 13,000 feet, with
tops to 15,000 feet. Widely scattered light snow
showers were expected until 23:00. The forecast
for the southeastern quarter of Wyoming was for
scattered clouds at 11,000 feet, scattered to broken
clouds at 15,000 feet, with tops to 17,000 feet.
Conditions were forecast to change to scattered
to broken clouds at 11,000 feet, broken clouds at
16,000 feet, with visibility 5 statute miles in
light snow.
AIRMETS for mountain obscuration (SIERRA), and
turbulence (TANGO) were all issued for Wyoming and
Colorado, including portions of the accident airplane's
route of flight. AIRMET SIERRA for mountain obscuration
stated to expect mountains to be obscured by clouds,
precipitation, mist, and fog. These forecast conditions
were issued at 1945 and forecast to continue beyond
0200 the following day. AIRMET TANGO stated to expect
moderate turbulence below flight level 180. This
forecast area was just to the south of the accident
airplane's route of flight.
The closest official weather observation station
was Laramie Regional Airport (KLAR), Laramie, Wyoming,
located 27 nautical miles (nm) east of the accident
site. The elevation of the weather observation station
was 7,278 feet msl. The routine aviation weather
report (METAR) for LAR, issued at 2153, reported,
winds, 290 degrees at 9 knots, gusting to 18 knots,
visibility, 10 statute miles; sky condition, clear;
temperature minus 10 degrees Celsius (C); dew point,
minus 18 degrees C; altimeter, 29.94 inches.
According to the United States Naval Observatory,
Astronomical Applications Department Sun and Moon
Data, the sunset was recorded at 17:00 and the end
of civil twilight was 17:30. The moon rose at 0639
and set at 1516 on the day of the accident.
WRECKAGE AND IMPACT INFORMATION
The National Transportation Safety Board investigator-in-charge
(IIC) arrived on scene approximately 13:00. The
accident site was located in mountainous, forested,
snow covered terrain. The accident site was at an
elevation of 10,710 feet msl and the airplane impacted
on a magnetic heading of 260 degrees.
The first identified point of contact (FIPC)
was located to the east of the main wreckage. The
FIPC consisted of a ground scar 20 feet in length
and 24 inches wide. Green lens fragments were located
within the ground scar, at the northeast end of
the scar. White paint flecks were located along
the length of the ground scar.
A second ground scar proceeded up slope towards
the main wreckage. Small sapling pine trees were
bent and broken towards the main wreckage. Debris
within the ground scar included a cabin door, a
4 inch outboard portion of the propeller, broken
Plexiglas, fiberglass, the wheel pants from both
main landing gear, the nose wheel assembly, the
wingtips from the left and right wing, and a 6 foot
outboard portion of the right wing.
The main wreckage was located 160 feet from the
FIPC and came to rest on a magnetic heading of 080
degrees. The main wreckage consisted of the engine
assembly (to include the propeller), the fuselage,
empennage, left wing, and portions of the right
wing. The wreckage came to rest inverted with the
left wing extended vertically in the air and the
right wing folded aft along the belly of the fuselage.
MEDICAL AND PATHOLOGICAL
INFORMATION
An autopsy revealed the cause of death as "massive
trauma secondary to an airplane crash."
During the autopsy, specimens were collected
for toxicological testing. All tests for carbon
monoxide, cyanide, and ethanol were negative. Phentermine
was found in the urine and blood (0.35 ug/ml).
TESTS AND RESEARCH
The wreckage was recovered and relocated to a
hangar in Greeley, Colorado, for further examination.
The Safety Board IIC and representatives from Piper
Aircraft and Lycoming Engines examined the wreckage
on February 7, 2007.
The fuselage, to include the cabin area, and
instrument panel, was crushed up and aft along the
floor of the structure. The instrument panel was
destroyed and the occupiable space within the cabin
was reduced. The mixture/throttle quadrant separated
from the airframe and both controls were crushed
aft. The fuel selector valve was selected for the
right tank.
The engine gauges and airplane instruments displayed
the following indications:
Tachometer - 1,400 rpm - 1,261.2 hours
Vertical Speed Indicator - 1,850 feet per minute
descent
The empennage, to include the vertical stabilizer,
rudder, and stabilator remained attached to the
fuselage. The vertical stabilizer was bent to the
right and exhibited wrinkled metal. The leading
edge of both the left and right stabilator was crushed
aft. Control continuity to both the rudder and stabilator
was confirmed.
The right wing, to include the right main landing
gear, right aileron, and right flap, remained partially
attached to the fuselage. Approximately 6 feet of
the outboard portion of the wing separated. The
aileron remained partially attached to the outboard
portion of the wing. The leading edge of both portions
of the wing exhibited aft accordion crushing. Skin
along the fuel tank rivet line was torn and the
fuel tank was compromised. The flap assembly remained
attached and was wrinkled and bent. No reliable
position indication could be established. Control
continuity to the right aileron was confirmed.
The left wing, to include the left main landing
gear, left aileron, and left flap, remained partially
attached to the fuselage. The landing gear remained
attached to the wing assembly. The leading edge
of the wind exhibited aft accordion crushing. Skin
along the fuel tank rivet line was torn and the
fuel tank was compromised. The flap assembly remained
attached; however, no reliable position indication
could be established. Control continuity to the
left aileron was confirmed.
The engine was separated from the fuselage for
further examination. The top spark plugs were removed
and exhibited normal signs of operation. The propeller
flange was crushed aft, preventing rotation of the
engine. The flange was removed and the engine was
rotated through at the vacuum pump drive. Engine
continuity, valve movement, and tactile compression
were confirmed at all 4 cylinders. The magnetos
were rotated by hand, which produced a spark at
each lead. The oil screen and fuel screen were free
of contaminants. The vacuum pump was removed and
further examination revealed no anomalies.
The propeller assembly remained attached to the
engine at the propeller flange. The blades were
labeled "A" and "B" for identification purposes
only. Blade "A" was bowed aft 45 degrees and twisted.
It exhibited leading edge polishing and a portion
of the tip was missing. Blade "B" exhibited leading
edge polishing and cordwise scratches. The blade
was bowed aft and twisted and 13 inches of the outboard
blade separated.
The airplane was the subject of an alert notification.
The accident site was located in forested, mountainous
terrain at an elevation 10,710 feet msl. Sunset
was recorded at 1700 and the end of civil twilight
was recorded at 1730. The moon rose at 0639 and
set at 1516 on the day of the accident. Doppler
weather radar depicted an area of light snow showers
along the route of flight, near the wreckage location.
An AIRMET for mountain obscuration was issued along
the route of flight. According to the pilot's flight
records, he had logged 3 hours of night flight experience,
over a year prior to the accident. An examination
of the airframe, airplane's systems, and power plant
revealed no anomalies that would have precluded
normal and correct operation prior to impact.
The National Transportation Safety Board determines
the probable cause(s) of this accident as follows:
The pilot's inadvertent flight into adverse weather
conditions resulting in a loss of aircraft control.
Contributing factors include the pilot's improper
preflight planning and decision making, the pilot's
spatial disorientation, the pilot's lack of night
currency, the dark night, and the snow, low clouds,
and low visibility
Aircraft:
Piper PA 31-350
Where: Hollywood,
FL
Injuries: 1 fatal,
4 serious
Phase of Flight: Approach
The pilot stated that on the day of the accident
he ordered fuel only on the first flight of the
day. He said he did not add additional fuel during
subsequent flights. He said he flew the accident
airplane from Fort Lauderdale Executive Airport,
Fort Lauderdale, Florida, to Chubb Cay, Bahamas,
to Big Whale Cay, Bahamas, back to the Fort Lauderdale
Executive Airport. He said he then departed Fort
Lauderdale Executive Airport with his next load
of passengers and flew to the North Eleuthera Airport,
North Eleuthera, Bahamas, without having refueled,
and was returning from North Eleuthera, Bahamas,
to the Fort Lauderdale International Airport, when
he ditched the airplane off Dania Beach, Florida,
in the Atlantic Ocean. When asked whether the fuel
on board the airplane had been exhausted, the pilot
stated, "the way the engines were acting, it seemed
like the airplane ran out of fuel."
On scene examination of the airplane, as well
as follow on examination of its engines revealed
no pre-accident anomalies with the airplane or its
systems. Information obtained from the FAA showed
that at 1757, the pilot contacted FAA Miami Approach
Control and advised "minimum fuel, further stating
that he was not declaring an emergency at that time.
At 1758, the controller responded, passing communications
control to the FAA Fort Lauderdale Air Traffic Control
Tower (ATCT). In response to the pilot's initial
communications call to the Fort Lauderdale ATCT,
the pilot was given a clearance to land on runway
09R, and told that he was number one. At 1758:43,
the pilot replied, asking if there was any chance
of getting runway 27L, and at 1759:17, the controller
instructed the pilot to descend at his discretion
and remain slightly south of final for landing on
runway 27L, and to expect 27L.
At 1800:07, the pilot contacted the controller
and stated, "two five yankee would like to declare
an emergency at this time." At 1800:10, the controller
responded, "two five yankee yes sir runway two seven
left you are cleared to land the wind zero one zero
at six." At 1800:16 the pilot responded acknowledging
the wind report, and at 1800:27, the controller
asked whether the nature of the emergency was minimum
fuel, to which the pilot responded, "exactly two
five yankee may be coming in dead stick. At 1800:40,
the pilot stated that he had the airport in sight
and will try to glide, and at 1801:32, the pilot
said "two five yankee I'm going to be short of the
shore." At 1802, the pilot ditched the airplane
about 300 yards from the Dania Beach shoreline,
in the area of John Lloyd State Park, in about 15
feet of water. The occupants of the airplane consisted
of the pilot and four passengers. All exited the
airplane and one passenger drowned in the Atlantic
Ocean when according to the pilot "he was in a state
of panic" when he tried to instruct him in the use
of the life vest while they was in the water, and
subsequently tried to use him for flotation when
he tried to help him. All remaining passengers confirmed
that the pilot had not given them any pre-departure
safety related briefing prior to or during the accident
flight.
The National Transportation Safety Board determines
the probable cause(s) of this accident as follows:
The pilot's inadequate planning for a Title 14 CFR
Part 135 on-demand air taxi flight, and his failure
to refuel the airplane, which resulted in fuel exhaustion
while en route over the Atlantic Ocean, a power
off glide, and ditching in the ocean.
Aircraft:
PA-32-300
Where: Marathon, FL
Injuries: 2 fatal
Phase of Flight: In
flight
At about 1951 Eastern Standard Time, a Piper
PA-32-300 crashed into the Florida Bay about 12.7
nautical miles northeast of Marathon, Florida. The
flight was operating as an intercept training flight
with a Coast Guard HU-25. Visual meteorological
conditions prevailed and no flight plan was filed.
The airplane was destroyed. The United States Coast
Guard Auxiliary private pilot and aerial observer
were fatally injured. The flight originated from
Opa Locka, Florida, as Coast Guard Aux 113, about
1 hour 22 minutes before the accident.
The Coast Guard aircraft commander stated they
were conducting air intercept training. The PA-32
was initially flying north and south in the vicinity
of the Dade-Collier Airport acting as a target aircraft.
They moved to another area due to traffic. They
moved further south over the Everglades. The Pa-32
was at 1,500 feet and the HU-25 was at 1,000 feet
in a 1/2-mile trail position. As they were approaching
the Flamingo ranger station, the pilot of the PA-32
was asked if he was comfortable continuing for an
additional 2 to 3 miles so they could stabilize
their position. He stated there was no problem,
and that he had a visual on the Marathon Airport
located about 25 miles to the south. About 1-1 1/2
minutes later, the Piper pilot stated it was getting
a bit hazy. He informed the other crew that they
would be breaking off and turning to the north to
get separation for another intercept.
The HU-25 accelerated to 230 knots and asked
the Piper to proceed north at a slower speed to
allow separation. The Piper responded, "I'm IMC
maintain 180 degrees." Crew of the HU-25 informed
the Piper that they were well to the north and that
there was no conflict with their aircraft. Multiple
calls were made on the primary, emergency and the
Marathon UNICOM frequency with negative response
from the Piper. They contacted the Operations Duty
Officer in Miami and asked them to initiate lost
communications procedures and to launch a helicopter
to begin a search. In addition, they returned to
the Flamingo ranger station and began a track line
search monitoring the primary and emergency radio
procedures. After the Coast Guard helicopter arrived
they departed back to Miami to refuel and to get
night vision goggles to assist in the search.
Review of NTAP radar data reveals that the Coast
Guard HU-25 started a right turn to the north at
an altitude of 1,000 feet. The Piper was southbound
at 1,600 feet. It was observed in a slight left
turn southbound and then started a turn back to
the right. The airplane is observed to make another
left and right turn maintaining 1,600 feet. It then
started a left turn and stopped the turn on a northeast
heading at 1,500 feet. This was followed by the
start of a right turn. The last recorded radar hit
is at 00:51:08, at 1,500 feet.
METEOROLOGICAL INFORMATION
The nearest weather reporting facility at the time
of the accident was Marathon Airport, Marathon,
Florida. The 1953 surface weather observation was:
clear, visibility 9 miles, temperature 72 degrees
Fahrenheit, dew point temperature 70 degrees Fahrenheit,
wind 110 degrees at 5 knots, and altimeter 30.13.
Visual meteorological conditions prevailed at the
time of the accident.
WRECKAGE AND IMPACT INFORMATION
The wreckage was located submerged in about 6 feet
of water, 12.7 nautical miles north east of Marathon,
Florida, in the Florida Bay. The airplane was recovered
and transported to Fort Lauderdale Executive Airport
for examination. Examination of the crash site revealed
the airplane collided with the Florida Bay in a
descending attitude, right wing low on a heading
of 290 degrees magnetic. Examination of the airframe,
and flight controls revealed no evidence of a precrash
mechanical failure or malfunction. All components
necessary for flight were present at the crash site.
Continuity of the flight control system was confirmed
for pitch, roll, and yaw.
Auxiliary Aviation Standard Operating Procedures
(AUXAIR-SOP) for the Seventh Coast Guard District
states on page R-5-C-4 in paragraph 5 MISSIONS SCHEDULES
AND CALL OUT (2) F., "only instrument-rated pilot
may fly at night." Review of the pilot's logbook
and U.S. Coast Guard Auxiliary Log revealed the
pilot had flown 20 night missions for a total of
41.1 hours without an instrument rating. Paragraph
3. Communications a. states, "After becoming airborne,
the pilot will notify the Coast Guard by radio that
the patrol has commenced." The pilot made no radio
call after departing Opa Locka Airport.
Review of the Commandant's Instruction M16798.3D,
Auxiliary Operations Policy Manual states on page
6-3 F. Flight Plans, "A Coast Guard Auxiliary pilot
must file a flight plan for each ordered flight."
No flight plan was filed. It further states in G.
Preflight Activities. 1. Weather Briefing, "The
pilot of a Coast Guard Auxiliary aircraft on orders
must get a weather briefing before every mission."
It states on page 6-5 J. Position Reporting Requirements,
"During all ordered missions, the pilot must establish
a radio guard via direct contact with a Coast Guard
or Auxiliary radio station." No radio guard was
established by the PA-32.
The National Transportation Safety Board determines
the probable cause(s) of this accident/incident
as follows: The pilot-in-command's lack of recent
experience in instrument flight resulting in the
pilot becoming spatially disoriented, and subsequent
in-flight collision with water while descending.
Source: National Transportation Board
Aircraft: Piper
PA-32-300
Where: Atlanta GA
Injuries: 3 fatal
Phase of Flight:
At 1402 eastern standard time, a Piper PA-32-300
collided with trees and the ground shortly after
takeoff from Dekalb-Peachtree Airport, Atlanta,
Georgia. The business flight was operated under
the provisions of Title 14 CFR Part 91 with an instrument
flight rules flight plan filed. Instrument meteorological
conditions prevailed at the time of the accident.
The airplane was destroyed, and the private pilot
and three passengers received fatal injuries. The
flight departed Dekalb-Peachtree Airport, Atlanta,
Georgia, at 1353.
At 1341:30, the pilot contacted Dekalb-Peachtree
ground control and received clearance for his instrument
flight to Savannah International Airport in Savannah,
Georgia. At 1343:19, the pilot advised ground control
the airplane was ready to taxi. The pilot was given
taxi instructions to runway 20L. At 1352:06, the
Dekalb-Peachtree local controller advised the pilot
to taxi into position and hold on runway 20L, and,
at 1352:59, the flight was cleared for takeoff and
was given a departure heading of 090 degrees. The
pilot acknowledged and correctly read back the heading.
Once airborne, the pilot was instructed to contact
departure control, which the pilot acknowledged.
At 1354:19, the pilot contacted departure control
and reported climbing through 1,500 feet. The departure
controller advised the pilot of radar contact and
instructed the pilot to climb and maintain 4,000
feet, which the pilot acknowledged. According to
recorded radar data, the pilot initially flew a
089 degrees magnetic heading and continued eastbound.
At 1355:21, the airplane began a right turn.
At 1356:19, the departure controller again instructed
the pilot to fly a 090-degree heading, and the pilot
repeated the assigned heading. Radar data between
1355:21 to 1356:49, showed the airplane flying a
wide right arc back over the Dekalb-Peachtree Airport
and the VOR.
At 1357:05, the departure controller contacted
the pilot and stated, "november zero five whiskey,
you were given a ninety degrees off the runway,
correct?" At 1357:10, the pilot replied, "yes sir,
we're showing flying eastbound." Radar data at the
time of the pilot's reply showed the airplane was
on heading of 099 degrees. At 1357:14, the departure
controller stated, "okay, just looked like you made
a three-sixty out there for a minute." At 1357:19,
the pilot replied, "yes sir, we gotcha now." In
an interview conducted on February 26, 2002, the
departure controller stated he asked the pilot if
he had received a 090 heading because he wanted
to verify the heading clearance without berating
the pilot on the frequency, and he wanted to bring
the heading discrepancy to the pilot's attention.
The departure controller stated that he believed
the pilot was OK, based upon the pilot's reply.
At 1357:25, the airplane began a right turn from
a 105 heading and traveled in an arc back toward
the Dekalb-Peachtree Airport and VOR. At 1357:52,
the departure controller began briefing a relief
controller who was to assume the departure controller's
duties. The departure controller stated to the relief
controller, "four one zero five whiskey is supposed
to be on a ninety heading climbing to four, still
looks like he's heading south." The departure controller
then contacted the pilot, "four one zero five whiskey,
say your heading."
At 1358:13, the pilot replied, "zero five whiskey,
two four zero." Radar data at the time of the pilot's
reply showed the airplane on a 243 degree heading
as it continued in a constant-rate right turn toward
the Dekalb-Peachtree Airport and VOR. The departure
controller replied, "alright, you're supposed to
be heading zero niner zero." The pilot replied,
"Alright, zero five whiskey, is that right to zero
nine zero?" At 1358:25, the departure controller
instructed the pilot to turn left to 090 degrees,
and the pilot replied. The departure controller
stated he observed the airplane begin the
left turn and start leveling off at 4,000 feet.
The departure controller then resumed briefing the
relief controller with the status of three other
aircraft being handled. The departure controller
made no further communications with any aircraft,
and the relief controller assumed the departure
controller's duties. In an interview, the departure
controller stated he did not believe the pilot was
in danger, because the pilot could maintain altitude,
and the pilot never sounded unsure of himself or
under stress.
At 1358:24, the satellite handoff controller
contacted the Dekalb-Peachtree local controller
and stated, "remember that zero five whiskey that
departed two airplanes ago? ... Did he look like
he knew what was going on?" The local controller
responded, "He seemed fine." At 1358:51, the satellite
handoff controller stated, "... I think we're just
going to kind of watch him for a minute here."
Between 1359:16 and 1400:07, radar data showed
the airplane flying in a level left turn at 4,000
feet to a heading of about 060 degrees, the magnetic
heading was fluctuating from 045 to 074 degrees.
At 1400:11, radar data showed N4105W began a
right turn. At 1400:48, radar data showed the airplane
descended to 3,500 feet. At 1400:53, the relief
controller stated, "november zero five whiskey,
you want to inform me about what you're trying to
do?" The pilot replied, "zero five whiskey, trying
to get out of a spin." The relief controller asked,
"trying to get out of where?" At 1401:01, the pilot
said, "got a problem here." No further transmissions
were recorded from the pilot. At 1401:46, the last
recorded radar data showed the airplane in a right
spiral pattern with at an altitude of 2,200 feet.
The relief controller stated the pilot sounded calm
and in control. The relief controller said, after
the pilot reported a spin, the controller chose
not to say anything else, because he believed the
pilot needed to concentrate on flying.
Several witnesses on the ground observed the
airplane cross interstate 85 below the clouds at
what appeared to be a wings-level, nose-low attitude,
then it turned sharply to the right and collided
with trees in a steep nose-low, right wing-low attitude.
PERSONNEL INFORMATION
The pilot held a private certificate with an
airplane single-engine land and instrument rating.
The pilot's flight time as recorded in the pilot
logbook was 215.3 hours total time, 8.6 hours actual
instrument time, and 46 hours simulated instrument
time. The pilot held a third class medical certificate,
with no limitations or waivers.
AIRCRAFT INFORMATION
The Piper PA-32-300 was a low-wing airplane powered
by a Lycoming IO-540-K1A5, six-cylinder, 300-horsepower
engine. A review of the aircraft logbooks revealed
the airplane received a 100 hour / annual inspection
and a 50-hour inspection.
METEOROLOGICAL INFORMATION
The Dekalb-Peachtree Airport 1355 weather observation
reported winds110 degrees at 8 knots, visibility
2 statute miles, sky overcast at 400 feet with light
rain and mist. Temperature was reported at 1 degree
Celsius, dew point at minus 1 degree Celsius, and
altimeter setting of 30.10. Remarks included ceiling
variable between 300 feet and 900 feet. At 1320,
the Dekalb-Peachtree Airport automatic terminal
information service (ATIS) broadcast information
golf (G). The broadcast included the following 1320
special weather information: wind 110 degrees at
8 knots, visibility 2 statute miles, rain, mist,
ceiling 600 feet, overcast sky conditions, temperature
1 degree Celsius, dew point missing, altimeter setting
30.14. A review of air traffic control data revealed
at 1359:39, a Learjet maneuvering near Dekalb-Peachtree
Airport at 6,000 feet reported moderate turbulence.
WRECKAGE AND IMPACT INFORMATION
The airplane wreckage was found 1.85 miles east
of Dekalb-Peachtree Airport in a wooded, swampy
area beside an access road off interstate 85. The
wreckage debris covered an area approximately 200
feet by 80 feet along a heading of 055 degrees from
a tree that was freshly broken 50 feet above ground
level. A second tree, approximately 30 feet along
the wreckage path, was freshly broken three feet
above ground level.
The empennage, rudder, and partial cabin were
located 70 feet from the initial impact point. All
fuel tanks were found ruptured, and an odor of fuel
was present at the accident site.
The engine was found separated from the airframe
and inverted. The engine displayed impact damage
on the left and top section. The case of the engine
was cracked, and the pushrods showed impact damage.
The number one and number six cylinders were removed
to facilitate an internal inspection. Partial rotation
of the crankshaft was established, and the fuel
servo screen was clear of contamination. The oil
suction screen and oil filter element were also
clear of contamination.
The propeller was found attached to the crankshaft
flange. The propeller displayed impact damage, and
both blades displayed torsional bending and twisting.
The empennage displayed impact damage. The left
side of the stabilator was found separated, and
the left stabilator spar was bent aft approximately
55 degrees. The left outboard tip was not located.
The right wing aileron and flap displayed impact
damage. The leading edge of the wing displayed circular
impact deformation with tree bark found imbedded
in the wing. The right main gear was separated.
The primary cable was found separated at the cabin
area. The balance cable was found separated near
the bellcrank. The cable separation characteristics
were consistent with tension overload.
The left wing aileron and flap displayed impact
damage. The left wing was found separated at the
wing root. The left main gear was separated. The
aileron bellcrank was found attached to its attachment
points, and the stops were in place and intact.
Aileron cables were found separated at the wing
root. The aileron cable separation characteristics
were consistent with tension overload. The flap
torque tube mechanism was found separated.
The right magneto was not located. The left magneto
was found damaged and produced no spark when rotated
by hand. The gascolator and fuel lines were not
located. The fuel pump and oil cooler were impact
damaged. The vacuum pump and vacuum gauge were not
located. The vacuum regulator valve was found damaged.
The standby vacuum system cockpit control knob was
found in the full forward off position in a separated
portion of cockpit panel. The standby vacuum system
unit was not located.
The cockpit flight controls, panel, switches,
communication and navigation radios, autopilot unit,
engine controls, flight instruments, and engine
instruments were found scattered along the wreckage
path and damaged. Examination of the recovered directional
gyro components revealed only the compass card,
empty casing, and few internal gears were located.
Examination of the attitude indicator revealed the
internal rotor components displayed rotational scoring.
MEDICAL AND PATHOLOGICAL
INFORMATION
An autopsy was performed on the pilot. The cause
of death was listed as massive injuries. Forensic
toxicology of specimens from the pilot was performed
at the Federal Aviation Administration Toxicology
and Accident Research Laboratory, Mike Monroney
Aeronautical Center, in Oklahoma City, Oklahoma.
The toxicology revealed no carbon monoxide, cyanide,
ethanol, nor drugs were detected.
ADDITIONAL INFORMATION
According to personnel at a fueling facility
at Dekalb-Peachtree Airport, the airplane had been
topped off with 100LL aviation fuel before departure.
The National Transportation Safety Board determines
the probable cause(s) of this accident as follows:
The pilot experienced spatial disorientation that
resulted in the loss of control.
Aircraft:
Piper PA-32R-300
Where: Camden, AL
Injuries: 1 Fatal,
1 Serious
Phase of Flight: Approach
At 1339 Central Standard Time, a Piper PA-32R-300
operated by a commercial-rated pilot as a 14 CFR
Part 91 personal flight, collided with trees and
crashed in a ravine while approaching to land at
Camden Municipal Airport, Camden, Alabama. Visual
meteorological conditions prevailed at the time
of the accident, and an instrument flight rules
(IFR) flight plan was filed and activated. The airplane
was destroyed by impact forces. The commercial-rated
pilot received serious injuries, and the passenger
was fatally injured. The flight originated from
Hardy-Anders Field Airport, Natchez, Mississippi.
According to personnel at the Atlanta Air Route
Traffic Control Center (AARTCC), at 1326, the pilot
was advised to descend at his own discretion. At
1333, the pilot contacted AARTCC personnel and reported
that he had "broke out of the clouds and was clear".
The pilot reported to "go ahead and cancel IFR at
this time". AARTCC advised the pilot that there
was no one between him and Camden "squawk 1200,
cancellation received and frequency change approved".
No further radio contact was made with the pilot.
The last recorded radar contact by AARTCC was at
1333:57. The flight was at an altitude of 3,300
feet and at coordinates of 31.57:29N, 087.36:28W.
This position was 15 statute miles west of the Camden
Airport and 4 statute miles west of the accident
site.At 1800, a family member of the passenger notified
the Anniston Flight Service Station (FSS) that the
airplane was overdue. Anniston FSS personnel contacted
the Wilcox County Emergency 911 service to check
to see if an airplane with white and green stripes
had landed at the Camden Airport. At 1818, the Wilcox
County Emergency 911 informed Anniston FSS that
the aircraft was not at the airport. The Wilcox
County Emergency 911 service contacted the Pine
Hill police department to have them check at the
Pine Hill Municipal Airport, Pine Hill, Alabama,
to see if the airplane had landed there. The Pine
Hill police department informed the Wilcox Emergency
911 that it was not at that airport. Local pilots
began searching the area for airplane but called
off the search due to heavy rain. Later, the search
resumed and at 0830, ground crews located the wreckage
11 miles west of the Camden Airport.
PILOT INFORMATION
Review of the records on file with the FAA Airman's
Certification Division, Oklahoma City, Oklahoma,
revealed the pilot was issued a commercial certificate
with ratings for airplane single- and multi-engine
land. FAA records revealed that the pilot had a
total flight time of 2,337 hours. The pilot's logbooks
were not recovered for review. The pilot held an
FAA third-class airman medical certificate with
restrictions for corrective lenses.
AIRCRAFT INFORMATION
The airplane was a 1977 Piper PA-32R-300, a six-place,
low-wing airplane with a retractable tricycle landing
gear. The airplane was equipped with a 300-horsepower
Lycoming IO-540-KIG5D engine. The airplane was equipped
with a Hartzell 3 bladed propeller.
Review of the FAA form 8130-3 revealed airframe
total time at the annual inspection was 6,262 hours,
and the Hobbs time was 6,262 hours. The total time
on the engine since overhaul at the annual inspection
was 311.6 hours.
METEOROLOGICAL INFORMATION
The nearest weather reporting facility, KGZH,
in Evergreen, Alabama, reported at 1253, winds were
from 150 degrees at 14 knots, greater than 10 miles
visibility, sky clear, altimeter-setting 30.23.
WRECKAGE EXAMINATION
The wreckage was located in a wooded area off
the Mt. Andrews Cemetery Road and County Road 18
at position 31.57:384N, 087.32:048W, 11 miles west
of the Camden Airport. Examination of the crash
site revealed that the airplane collided with trees
while on a 120-degree magnetic heading and then
proceeded 225 feet down into a ravine. The propeller
remained attached to the crankshaft, and all three
blades displayed impact damage. The engine was separated
from the firewall, displaced to the left, and hanging
over a stream. The engine cowling was separated
from the airframe and pieces were scattered throughout
the crash site.
The cockpit and the cabin section of the airplane
were buckled. The instrument panel was buckled and
damaged. The throttle control was impact damaged
and full forward. The propeller control was impact
damaged and in the full forward position. The mixture
control was impact damaged and full forward.
The fuselage was intact. The forward bottom right
side floorboard at the rudder pedals had impact
damage and was bent upwards. The forward left and
right windshields were destroyed by impact. The
flap handle was found in the 0-degree or "up" flap
position. Flap control continuity was established
from the flap handle to the torque tube bar and
the left flap. The gear lever was found in the gear-down
position. The right side fuselage skins were wrinkled.
The forward baggage area was crushed aft. The nose
gear was damaged and bent aft.
Examination of the right wing assembly revealed
it was separated at the wing root. The right wing
was impact damaged and separated approximately three
feet from the wing root. The right wing tip was
located 75 feet away from the main fuselage, and
parts of the wing were scattered throughout the
debris path. Both right wing fuel tanks were destroyed,
and no fuel was found in the right wing. The aileron
had impact damage and was separated from its attachment
points. The aileron was found along the debris path.
The bellcrank remained in place. Aileron control
continuity was established from the right bellcrank
to the aileron control chain in the cockpit, and
the bellcrank stops were in place. The right flap
was impact damaged and remained attached to the
wing. The flap push-pull rod was bent and separated
from the flap torque tube bar. The flap torque tube
bar measurement revealed that the flap was in the
up position.
The left wing remained attached to the fuselage.
The wing outboard tip was resting against the left
side of the ravine. The outboard tip was damaged.
The left main landing gear was extended. Both fuel
tanks remained intact and the fuel cap was secure.
Blue fuel stains were noted around the fuel cap.
Thirteen gallons of fuel was recovered from the
left fuel tanks. The bottom of the wing exhibited
brown and blue stains. The aileron was attached
to the wing. Aileron continuity was established
from the left aileron to the right bellcrank. The
left flap was attached to the wing and found in
the up position.
The rudder and vertical fin were attached to
their attachment points. The right side of the vertical
fin was damaged. The rudder balance weight was separated
and found at the main wreckage site. The rudder
stops were in place. Rudder control continuity was
established from the rudder to the rudder pedals.
The stabilator and stabilator trim tab were attached
to their attachment points. The right side of the
stabilator had impact damage and was bent aft. The
right outboard tip was separated and found on the
left wing. The stabilator stops were in place. Stabilator
control continuity was established from the stabilator
to the cockpit "T" bar.
The fuel selector lever in the cockpit was damaged
and found indicating between the left and right
tank positions. The fuel selector valve was found
in the left main fuel tank position. Approximately
an ounce of fuel blue in color was drained from
the fuel selector valve. The fuel selector valve
was field tested by applying low-pressure air through
its ports and was found to be unobstructed in all
positions. The electric fuel pump was in the "off"
position. The electric fuel pump was field tested
by applying external battery power, and it operated
with no anomalies noted. The fuel flow divider was
absent of fuel, and the line from the servo to the
flow divider was found absent of fuel. The fuel
filter screen and bowl exhibited small amounts of
ferrous particles.
Examination of the engine revealed the spark
plugs all exhibited light gray color combustion
deposits. The cylinders were bore scoped and no
anomalies were noted. The crankshaft was rotated,
and all six cylinders produced compression. Gear
and valve train continuity was established. In preparation
for a test run a club (test) propeller was installed.
The impact damaged fuel pump was substituted with
a serviceable pump. The damaged Nos. 1 and 2 rocker
covers were replaced, and the damaged wire harness
was repaired for test run purposes. An external
battery and fuel source was used to start the engine.
The engine was started an idled at 1,000 rpm. The
engine was run to 2,300 rpm for ten minutes. A magneto
check was performed at full throttle and the rpm
drops were 200 rpm for each magneto. The 200-rpm
drop was attributed to the damaged and repaired
wire harness.
Examination of the spinner and propeller revealed
frontal impact crush damage. All three blades had
multiple bends, twisting, and rotational scoring
consistent with rotation and power at the time of
impact. Although the blades had indications of rotational
energy, an accurate estimate of power output could
not be determined.
PATHOLOGICAL INFORMATION
The pilot was transported to the West Florida
Hospital, Pensacola, Florida with serious injuries.
The Alabama Department of Forensic Sciences conducted
a postmortem examination of the passenger on January
30, 2006. The reported cause of death was "multiple
blunt force injuries."
ADDITIONAL INFORMATION
According to an acquaintance of the pilot, because
of his injuries, the pilot was unable to recall
any details of the events leading up to the accident.
A review of fueling records revealed that at
Mobile Downtown Airport (KBFM), Mobile, Alabama,
the airplane was topped off with 1.8 gallons of
fuel.
The airplane wreckage was released to Atlanta
Air Salvage on November 3, 2006.
The National Transportation Safety Board determines
the probable cause(s) of this accident as follows:
The pilot's failure to maintain altitude and clearance
during a visual descent which resulting in an in-flight
collision with trees and the ground for undetermined
reasons.
Aircraft:
Piper PA-24-260B
Where: Archer, Florida
Injuries: None
Phase of Flight: Takeoff
About 1150 Eastern Daylight Time, a Piper PA-24-260B,N9291P,
registered to and operated by a private individual,
as a Title 14 CFR 91 personal flight, collided with
a bale of hay while taking off at Peach Orchard
Airport, Archer, Florida. Instrument meteorological
conditions prevailed, and an instrument flight rules
flight plan was filed. The airline transport-rated
pilot and one passenger received no injuries, and
the airplane incurred substantial damage. The flight
was originating at the time of the accident.
The pilot stated that during the takeoff roll
he allowed the airplane to drift to the left of
the centerline of the runway 18, and the left wing
tip contacted one of the bales of hay which line
the sides of the runway. He said that the impact
with the bale caused the airplane to veer about
90 degrees to the left and exit the runway, and
after exiting the runway, the airplane impacted
another bale of hay, which spun the airplane further
to the left. The airplane came to rest facing to
the northwest, and it had incurred damage to its
right wing, right main landing gear, and right side
of the fuselage. The pilot further stated that prior
to the accident there had been no mechanical failure
or malfunction to the airplane or to any of its
systems.
The National Transportation Safety Board determines
the probable cause(s) of this accident as follows:
The pilot's failure to maintain directional control
during the takeoff roll/run, which resulted in the
airplane veering off the centerline of the runway
and impacting an object, incurring damage.
Aircraft:
Piper PA-24-250
Where: Granbury, TX
Injuries: 1 serious
Phase of Flight: Takeoff
Approximately 1420 central standard time, a Piper
PA-24-250 single-engine airplane was substantially
damaged during a forced landing following a loss
of engine power during takeoff initial climb from
the Pecan Plantation Airport (0TX1), near Granbury,
Texas. The commercial pilot, sole occupant of the
airplane, was seriously injured. The airplane was
registered to and operated by the pilot. Visual
meteorological conditions prevailed and a flight
plan was not filed for the 14 Code of Federal Regulations
Part 91 business flight. The cross-country flight
was originating at the time of the accident and
was destined for the Grayson County Airport (GYI),
near Sherman, Texas.
The 4,500-hour pilot reported in the Pilot/Operator
Aircraft Accident Report (NTSB Form 6120.1/2) that
he departed from Runway 18 with the left main fuel
tank selected. At an altitude of approximately 200
feet above ground level, the engine "lost power."
The pilot immediately verified that the electric
fuel pump was turned on and mixture was set to rich.
The pilot then switched to the right main fuel tank
before switching back to the left main fuel tank.
The pilot initiated a forced landing to a field
approximately 1/2 mile south of the airport within
a residential area. During the descent, the airplane
struck trees approximately 35 feet in height before
impacting terrain. The airplane came to rest in
the upright position approximately 180 degrees from
the original direction of travel.
The pilot further reported that earlier in the
morning, he had requested that the local Fixed Base
Operator (FBO) at GYI pull the airplane out of the
hangar and top off with 100 Low Lead aviation fuel.
Upon arriving at GYI, the pilot had realized the
airplane had not been refueled. The pilot stated
that he was running late and elected to have the
FBO only fill the left and right auxiliary fuel
tanks. After refueling, he noted that the right
main fuel tank and left and right auxiliary fuel
tanks were full and there were "only a few gallons"
in the left wing fuel tank. After departure from
GYI, the pilot stated he selected the right auxiliary
fuel tank for the flight, and then selected the
left main fuel tank prior to landing at 0TX1.
The pilot added that this was the first time
he had ever refueled the airplane without topping
off both main wing tanks, and subconsciously thought
the left main fuel tank was full prior to departure.
Examination of the airplane by the Federal Aviation
Administration (FAA) inspector revealed the outboard
portion of the right wing was crushed upwards and
aft. The trailing edge of the left wing was wrinkled
near the wing root. The fuselage was wrinkled aft
of the baggage compartment to the empennage. The
landing gear was observed in the retracted position.
The Lycoming O-540-A1D5 engine remained attached
to its mounts, and the firewall was bent. Two of
the three propeller blades were crushed aft. One
propeller blade was free of damage. No visible fuel
was found in the left main fuel tank, but fuel was
observed in the right main fuel tank and left and
right auxiliary fuel tanks. During the aircraft
recovery, the recovery company reported they had
drained approximately four tablespoons of fuel out
of the left fuel tank.
The National Transportation Safety Board determines
the probable cause(s) of this accident as follows:
The loss of engine power due to fuel starvation.
Contributing factors were the pilot's inadequate
preflight planning/preparation, and the lack of
suitable terrain for the forced landing.
Aircraft:
Piper PA 32R
Where: Belle Chase,
LA
Injuries: 1 fatal
Phase of Flight: Maneuvering
A Piper PA-32R-300 single-engine airplane was
destroyed when it impacted a utility pole and water
while maneuvering near the Southern Seaplane Airport
near Belle Chase, Louisiana. The private pilot,
who was the registered owner of the airplane and
the sole occupant, received fatal injuries. Night
visual meteorological conditions prevailed and a
flight plan was not filed for the personal flight.
The cross-country flight departed Jonesville, Louisiana,
approximately 2030, and was destined for the Southern
Seaplane Airport.
Radar data obtained from the New Orleans Naval
Air Station Joint Reserve Base (NAS JRB, located
two miles south of the Southern Seaplane Airport)
radar facility depicted the airplane approaching
the Southern Seaplane Airport from the northwest.
The airplane initially descended to 400 feet msl;
however, the airplane's altitude fluctuated between
500 and 200 feet msl as it over flew the airport
on two separate occasions. The last radar return
depicted the airplane at 100 feet msl on a southwest
ground track, approximately 0.5 miles northeast
of the Southern Seaplane Airport.
Numerous witnesses, who were located near the
accident site, reported that they observed the airplane
flying low, impact a utility pole, burst into flames
and descend into the Intracoastal Canal.
PERSONNEL INFORMATION
The pilot held a private pilot certificate with
an airplane single-engine land rating. The pilot
was issued a third class medical certificate with
the following limitation: "must have available glasses
for near vision." According to this last medical
certificate application, he had accumulated a total
of 2,000 flight hours. The pilot's logbook was not
located and it is unknown how much flight time he
had accumulated in the accident airplane.
According to the pilot's friend, the pilot had
landed at the Southern Seaplane Airport on three
or four separate occasions; however, he did not
think that the pilot had previously flown to that
airport at night.
METEOROLOGICAL INFORMATION
At 2155, the New Orleans NAS JRB weather observation
facility reported calm wind, visibility 7 statute
miles, scattered clouds at 3,000 feet and 20,000
feet, temperature 26 degrees Celsius, dew point
23 degrees Celsius, and altimeter setting of 30.14
inches of Mercury.
According to the U.S. Naval Observatory, the
sun set at 2006 on the evening of the accident,
and the end of civil twilight occurred at 2033.
AIRPORT INFORMATION
The Southern Seaplane Airport is a private use,
non-towered airport located 2 miles northwest of
Belle Chase, Louisiana. The airport utilizes a 3,200-foot
long asphalt runway and a 5,000-foot long water
runway. The asphalt runway, 2-20, has low intensity
runway edge lights, which can be activated by the
pilot on frequency 119.8. The airport has a rotating
beacon; however, it was listed as indefinitely out
of service at the time of the accident.
According to the pilot's friend, who was waiting
for him at the airport, he could not remember seeing
the runway edge lights illuminated. He and his wife
added that the only light they noted was one located
at the parking lot.
WRECKAGE INFORMATION
The main landing gear were located on the waterway's
bank approximately 75 feet from the base of the
pole. The nose landing gear was found floating in
the water. The FAA inspector, who responded to the
accident site, stated that he observed tire marks
on the upper side of the utility pole. The airplane
came to rest inverted underwater.
The airplane was recovered and examined by the
FAA inspector. Photographs of the wreckage revealed
that the wings were separated from the fuselage
at their roots; however, they remained attached
to the aircraft via the aileron control cables.
The empennage remained attached to the fuselage
and the rudder and elevator control cables extended
from the control surfaces to the cockpit. The lower
side of the horizontal stabilizer sustained fire
damage. The flap handle and flaps were found in
the retracted position. The landing gear actuator
was found in the extended position. Examination
of the two communication radios revealed that the
communication frequencies selected were 123.80 and
122.80.
The propeller and throttle controls were found
in the full forward position. The mixture control
was found in the idle cut-off position. The propeller
remained attached to the engine and one of the blades
was bent aft approximately 90 degrees. The other
blade displayed chord wise scrapping near its tip.
The engines exhaust pipes were found flattened.
PATHOLOGICAL INFORMATION
An autopsy on the pilot was performed. According
to the coroner's report, the pilot tested positive
for 141 mg/dL of ethanol in vitreous fluids. A toxicological
test was conducted by the Civil Air Medical Institute,
Oklahoma City, Oklahoma. The toxicological tests
were positive for the following: According to the
coroner, some of the ethanol production could be
attributed to post-mortem ethanol production; however,
the amount of ethanol in vitreous fluids (0.14%)
indicated that the pilot was intoxicated at the
time of the accident.
The National Transportation Safety Board determines
the probable cause(s) of this accident as follows:
The pilot's failure to maintain clearance with a
utility pole while maneuvering. Contributing factors
were the pilot's impairment due to alcohol intoxication
and the night light conditions.
Source: National Transportation
Board
Aircraft: Piper
PA-32R
Where: Poynor, Texas
Injuries: None
Phase of Flight: Landing
At 1117 Central Standard Time, a Piper PA-32R
single-engine airplane was substantially damaged
when it impacted a fence on final approach to Pickle
Plantation Airport (XS91) near Poynor, Texas. The
private pilot and his passenger were not injured.
Visual meteorological conditions prevailed and no
flight plan was filed for the personal flight conducted
under 14 Code of Federal Regulations Part 91.
In a written statement, the pilot stated that
he had departed Pickle Plantation airport earlier
that day for a local, pleasure flight. Upon his
return to the airport, he encountered a downdraft
on final approach to runway 17, which caused the
airplane to descend more rapidly than normal. The
landing gear impacted a barbed wire fence, and the
airplane landed approximately 7-feet short of the
runway. Runway 17 was reported to be 3,200 feet
long by 40 feet wide.
According to a Federal Aviation Administration
(FAA) inspector, who responded to the accident site,
the main gear had separated from the airplane and
the nose gear was folded up in the nose gear wheel-well.
Both wings were "buckled and wrinkled," and all
three propeller blades were bent back.
The pilot reported a total of 5,216.5 flight
hours, of which, 1,447.1 hours were in the same
make and model airplane.
The weather at Tyler Pounds Regional Airport
(TYR), near Tyler, Texas, 19 miles northeast of
the accident site, at 1053, was reported as winds
from 090 degrees at 12 knots, 10 statute miles visibility,
few clouds at 2,400 feet, broken at 3,400 feet,
and a barometric pressure of 30.18 inches of Mercury.
The temperature was 61 degrees Fahrenheit, and the
dew point was 39 degrees Fahrenheit.
The National Transportation Safety Board determines
the probable cause(s) of this accident as follows:
The pilot's failure to maintain aircraft control
while on final approach. A factor was the downdraft.
Aircraft:
Piper PA-46T
Where: Albuquerque
NM
Injuries: None
The Piper was substantially damaged when it collided
with the runway while landing at the Double Eagle
II Airport (AEG) near Albuquerque, New Mexico. Instrument
meteorological conditions prevailed, and an instrument
flight rules (IFR) flight plan was filed. The flight
originated from Ardmore, Oklahoma. The pilot reported
that he was executing the ILS approach to runway
22 and had disconnected the autopilot. He further
reported that approximately 100 feet agl, the airplane
descended from the clouds and was aligned right
of the runway. The pilot attempted to align the
airplane with the runway by banking left and then
right. As the airplane banked right, the right wing
struck the runway. Subsequently, the airplane impacted
the runway, exited the runway to the south, and
slid about 1,500 feet before coming to a stop upright.
The pilot stated that he "landed on runway 22
and the left landing wheel broke, causing the other
two wheels to fold."
The pilot reported that he was not sure if the
approach lights and runway lights were operating;
however, the airport manager reported that the pilot
controlled runway lights were illuminated when he
arrived at the accident site after the accident.
The pilot reported that he checked the automated
weather observing system (AWOS) "three times shortly
before landing," and that "VFR [was] indicated."
The pilot further reported that at the time of the
accident, snow was falling heavily, light turbulence
was present, and the sky was obscured.
Source: National Transportation Board
Aircraft:
Piper PA 46-310P
Where: Destin, FL
Injuries: 2 fatal
Phase of Flight: Landing
About 1420 Central Standard Time, a Piper PA-46-310P
crashed while circling to land at the Destin-Fort
Walton Beach Airport, Destin, Florida, while on
a 14 CFR Part 91 personal flight. Instrument meteorological
conditions prevailed at the time and an IFR flight
plan was filed. The airplane was substantially damaged
and the private-rated pilot and one passenger were
fatally injured. The flight originated about 1248
Eastern Standard Time from the Naples Municipal
Airport, Naples, Florida.
According to a witness familiar with aviation,
he estimated that the ceiling was 500 feet or less
with rain and fog, and he also estimated that the
visibility was 1/2 to 3/4 mile. He observed the
airplane descend wings level to about 200 feet below
the ceiling flying west of runway 32 paralleling
the runway with the landing gear extended. He observed
the wings rocking then heard the engine power increase
and the airplane entered a left bank of at least
60-80 degrees slight nose-up attitude. The nose
of the airplane pitched down but the wings rolled
level. During the descent the airplane collided
with several trees, then a fence and the ground.
The airplane came to rest in a backyard of a house
and according to the fire department there was a
post-crash fire, which was extinguished using AFFF.
According to another witness, the airplane was
flying north bound west of runway 32 about 150-200
feet above ground level and the engine was running
with no evidence of sputtering. The airplane entered
a shallow left bank which increased and the nose
of the airplane pitched down. The airplane descended
nose and left wing low. He further stated that the
engine sound was "steady."
PERSONNEL INFORMATION
According to Piper Aircraft training personnel,
the pilot had attended the Piper Malibu 46-310P
refresher training course on July 6-8, 1993. No
biennial flight review or instrument competency
check was accomplished during the training. The
pilot did fly twice in a simulator which lasted
a total of 2.6 hours. One of the simulator sessions
included the pilot performing one each of an ILS,
localizer back course, and NDB approaches. Additionally,
two flights were flown in the airplane, the first
lasted 1.6 hours. The second flight lasted 1.6 hours
and consisted of one each VOR, and NDB approaches.
The pilot's logbook was not located; therefore,
no determination could be made as to whether he
was instrument current according to 14 CFR Part
61.57 (E)(1). According to the pilot's son who is
a pilot, his father was instrument current.
AIRCRAFT INFORMATION
A review of the aircraft logbook revealed that
the last recorded altimeter and pitot static system
check occurred on July 23, 1987.
METEOROLOGICAL INFORMATION
A surface observation was taken at 1438, at the
Eglin Air Force Base, Valparaiso, Florida, which
revealed the following conditions existed: the ceiling
was measured to be 700 feet broken, 3,000 feet overcast,
visibility was 3 miles with light rain, the wind
was from 080 degrees at 6 knots and the altimeter
setting was 30.10 inHg. Eglin AFB is located about
326 degrees magnetic and 6 nautical miles from the
accident airport.
COMMUNICATIONS
The pilot was in contact with Eglin Air Force
Base Approach controller and was executing the ASR
approach to runway 32 at the Destin-Fort Walton
Beach Airport, Destin, Florida. At 1403.10, the
accident pilot contacted the approach controller
and advised that the flight was level at 4,000 feet.
The approach controller acknowledged and advised
the pilot of the above mentioned weather observation.
The pilot acknowledged this and asked if the current
altimeter setting was 30.11 inHg, to which to controller
responded in the affirmative. The controller advised
the pilot of the heading and altitude to fly in
the event of lost communications. The approach controller
issued headings and altitude during the approach
and advised the pilot that the minimum descent altitude
(MDA) is 440 feet. At 1419.58, the approach controller
advised the pilot that the flight was over the missed
approach point and if the approach lights are not
in sight, climb and maintain 1,000 feet turn left
heading 250 degrees. About 9 seconds later the pilot
advised that the airport was in sight and that he
would be circling to land. The approach controller
stated that he may proceed visually and cancel the
IFR clearance when on the ground or through the
Destin Unicom. There were no further two-way radio
communications with the pilot of the accident airplane.
According to the individual monitoring the UNICOM
radio at the destination airport, the accident pilot
did not contact the UNICOM frequency.
Review of recorded radar data revealed that the
last recorded radar return was at 1418.38. At that
time the altitude indicated 1,300 feet and the airplane
was at 30.21.51N latitude, and 086.25.34W longitude.
At that time the airplane was about 3 nautical miles
southeast of the airport.
WRECKAGE AND IMPACT
Examination of the accident site revealed that
the airplane collided with trees during a nose and
left wing low descent, then, the airplane collided
with a wooded fence and the ground. The airplane
came to rest about 15 feet from a house. Both wings
were separated outboard from the landing gear which
was extended. Additionally, the left horizontal
stabilizer was separated. Examination of the flight
controls revealed no evidence of pre-impact failure
or malfunction. The fuel filter/drain was checked
for contaminants; none were found. The right magneto
switch was "on" but the left switch was not located.
The engine was removed for a test run at the manufacturer's
facility in Mobile, Alabama, in the presence of
an FAA inspector. Certain components were replaced
due to impact damage (listed in the FAA's report)
and the engine was started and found to operate
to 2610 rpm. According to the type certificate data
sheet No. A25SO, the maximum rpm is 2600 from sea
level to 24,000 feet.
Toxicological examination was conducted on specimens
of the pilot by the FAA Toxicology and Accident
Research Laboratory. The results were negative for
carbon monoxide, cyanide, volatiles, and tested
drugs. Dextromethorphan was detected in the blood
(.094 ug/ml, ug/g) and urine. Additionally salicylate
(12.500 ug/ml, ug/g) was detected in the urine.
FIRE
According to the fire department, the post-crash
fire was extinguished using a 1 3/4 foam line.
SURVIVAL ASPECTS
Examination of the wreckage revealed that the
lap belt attach point on the right side of the seat
for the farthest aft right seat failed due to overload.
The male/female ends of the buckle were connected.
The National Transportation Safety Board determines
the probable cause(s) of this accident as follows:
Airspeed not maintained, inadvertent stall/mush,
and altitude inadequate for recovery from the in-flight
loss of control by the pilot-in-command while circling
for landing.
Aircraft: Piper
PA-46-310P
Where: Madison, MS
Injuries: None
Phase of Flight: In
Flight
While in cruise flight at 23,000 feet mean sea
level, the 2,597-hours pilot reported that he heard
a "medium loud pop" about one hour into
the flight and noted an immediate drop in manifold
pressure to approximately 15-inches. The pilot added
that he thought the turbocharger had failed and
that the engine would return to normal power when
the airplane descended to an altitude below 10,000
feet. However, engine power never returned and the
pilot elected to execute a forced landing to a muddy
pasture.
Two safety inspectors from the Federal Aviation
Administration (FAA) performed an on-scene examination
of the airplane and the engine. According to an
inspector, the pilot landed in a muddy pasture and
the airplane sustained substantial damage to the
fuselage, engine fire wall, and landing gear. Examination
of the engine, the accessories, and the fuel system
revealed no mechanical deficiencies.
When the airplane was recovered, approximately
90 gallons of blue colored aviation fuel was drained
from both wing tanks and their respective collector/sump
tanks, which were located at the root of each wing.
Approximately one-quart of water was drained from
both the left and right wing collector/sump tank,
which can hold a total capacity of one U.S. gallon
each. The engine was test-run on the airframe utilizing
the airplane's existing fuel system. Due to the
cool outside air temperature, the engine needed
to be primed before it started. Once the engine
started, it was operated through various power settings
and it ran continuously without interruption. The
magnetos functioned normally and all engine gauge
readings were normal. No mechanical deficiencies
were noted that could have contributed to the loss
of power. The pilot stated that
he conducted a preflight inspection of the airplane,
which included draining both collector/sump tanks.
The pilot added that no water was detected in the
fuel at that time.
The National Transportation Safety Board determines
the probable cause(s) of this accident as follows:
The loss of engine power due to water contamination
in the fuel system. A factor was the muddy terrain.
Aircraft: Piper PA-60-602P
Where: Camp Hill, AL
Injuries: 2 fatal
Phase of flight: Cruising
The pilot obtained a weather briefing from an Automated Flight Service Station (AFSS) and filed an IFR flight plan before departing on an IFR flight from Cornelia, Georgia, to Pensacola, Florida. The flight service specialist provided information on a line of embedded thunderstorm activity along the route from Atlanta to Mobile including SIGMETs and advised that tops were forecasted to be at 41,000 to 50,000 feet. The specialist suggested that the pilot not depart immediately because of the weather, but said that it might be possible to land at an intermediate stop ahead of the weather, possibly in Pensacola or further north in the Crestview area. The pilot filed an IFR flight plan from Cornelia to Pensacola at 16,000 feet. The pilot called the AFSS again and requested an IFR clearance. The specialist responded that the clearance was on request, and that he would work on the void time and placed the pilot on hold. The specialist obtained the clearance from Atlanta Center and returned back to provide the clearance to the pilot. The pilot was not on the telephone line. The pilot departed Cornelia without an IFR clearance and contacted Atlanta Center. The controller informed the pilot on initial contact that he was not on his assigned heading, altitude, correct transponder code, and subsequently handed the pilot off to another controller.
The flight was subsequently cleared direct to Panama City, Florida, and the pilot was instructed to climb to 16,000 feet. Atlanta Center broadcasted weather alerts over the radio frequency the pilot was on for Center Weather Advisory 101, SIGMETS 73C, 74C and AIRMET Sierra between 0903 to 0913 CDT. The National Weather Service Storm Prediction Center, issued Severe Thunderstorm Watch 329 valid from 0635 CDT until 1300 CDT. The National Weather Service Aviation Weather Center issued Convective SIGMET 73C valid from 0855 CDT until 1055 CDT. The SIGMET was for a line of thunderstorms 40 nautical miles wide, and moving from 280 degrees at 35 knots. The tops of the thunderstorms were at 44,000 feet, with 2-inch hail, and possible wind gusts up to 60 knots. These weather alerts included the route of flight for the accident airplane.
The controllers did not issue the pilot with severe radar-depicted weather information that was displayed on the controller's radar display. The airplane was observed on radar level at 16,000 feet at 09:19:48 CDT heading southwest. The airplane was observed to begin a continuous left turn northwest bound at 15,700 feet at 09:20:38. The pilot called Atlanta center at 09:20:48 CDT and stated, "Aero Star six eight triple nine we're going to make a reverse." and there was no further radio contact with the pilot. The last radar return was at 09:20:59. The airplane was at 15,600 feet. The wreckage was located on May 11, 2006.
Examination of the wreckage revealed the right wing separated 9 feet 2 inches outboard of the wing root. The separated outboard section of the right wing was not recovered. The components were forwarded to the NTSB Laboratory for further examination. Examination of the components revealed the deformation patterns found on the fracture surfaces were consistent with upward bending overstress of the right wing.
The National Transportation Safety Board determines the probable cause(s) of this accident to be: The pilot's continued flight into known thunderstorms resulting in an in-flight break up. A factor in the accident was air traffic controller's failure to issue extreme weather radar echo intensity information displayed on the controller's radar to the pilot.
Source: National Transportation Board
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