History of Flight
On January 18, 2008, at approximately 1230 central standard time, a single-engine turbo-prop Piper PA46-500TP airplane, registration N169CA, was destroyed after impacting terrain following a loss of control while on an instrument approach into San Antonio International Airport (SAT), San Antonio, Texas. The instrument-rated private pilot, who was the sole occupant and operator of the airplane, sustained fatal injuries. Instrument meteorological conditions (IMC) prevailed, and an instrument flight rules (IFR) flight plan was filed for the personal flight. The cross-country flight originated from Waco Regional Airport (ACT) at 1102, with SAT as the intended destination.
Radar and voice data revealed that the pilot attempted to intercept the SAT instrument landing system (ILS) localizer for runway 30L three times without success. The pilot reported difficulty performing a "coupled" approach and stated he was trying to "get control" of the airplane before radar contact was lost at approximately 1227. The pilot had been cleared for the first ILS approach at 1207.
An eyewitness, a retired Navy instructor pilot located about half a mile northwest of the accident site, observed the airplane descending through the overcast around 1227. The airplane leveled off about 300 feet above ground level (AGL) and turned south on a heading of approximately 195 degrees. A few minutes later, it was observed heading north on an approximate heading of 15 degrees at a "much slower" airspeed. The eyewitness then saw the airplane roll right wing down to about a 60-degree angle before the nose dropped to an "extreme nose low attitude." After the airplane disappeared behind trees, the witness heard a crash and saw black smoke.
The airplane impacted in a field and subsequently a barn. Two individuals working in the barn were uninjured. One, an aircraft mechanic, reported hearing engine noise for 30 to 60 seconds, getting progressively louder before the impact.
Personnel Information
The 65-year-old pilot held a private pilot certificate with ratings for airplane single-engine land and instrument airplane. His last FAA third-class medical was issued on October 2, 2007, with the limitation that he must wear corrective lenses.
Examination of the pilot's logbook indicated his first flying lesson was on September 23, 2001, and his first solo was on April 10, 2002, after accumulating 66 flight hours. He attempted his private pilot check ride on August 6, 2003, with 226 logged flight hours (206 instructional), which was recorded as "incomplete." The logbook showed an estimated total flight time of 1,049 hours, including 608 instructional and 58 hours in turbo-prop airplanes (this make and model). He logged 26 hours in the last 90 days and 5 in the last 30 days. His last flight review was completed on August 29, 2007.
Of the 58 hours in type, the pilot had accumulated 51 hours of instruction, including 7 hours of actual instrument time. He logged 7 hours of solo time in type, none of which were in IFR conditions.
Aircraft Information
The 2007-model Piper PA46-500TP, serial number 4697300, was a low-wing, semi-monocoque airplane with retractable landing gear, configured for six occupants. It was powered by a Pratt & Whitney Canada PT6A-42A turbo-prop engine rated at 500 shaft horsepower, driving a four-bladed constant speed reversible Hartzell propeller.
The airplane's logbooks were not recovered; information was obtained from Piper Aircraft records and work orders from Cutter Aviation in Dallas, Texas. The airplane was delivered to the pilot with a 50-hour inspection on August 27, 2007, at 45.5 hours total time since manufacture. Based on the pilot's logbook and maintenance records, the total time at the accident was estimated at 111 hours.
Maintenance work orders indicated repeated pitch trim problems, including a "runaway trim" incident. The last work order, dated December 4, 2007, reported two discrepancies: the co-pilot primary flight display (PFD) going blank while taxiing, and the pitch trim moving arbitrarily without input. Both discrepancies were signed off as "no action taken," with notes that the PFD began working again and the trim system operated satisfactorily on subsequent flights. The pilot flew about 7 hours after this work order.
Review of radar and voice data showed that during the three approach attempts, the pilot was able to turn to headings and climb to altitudes assigned by ATC. The autopilot was not required to fly the approach.
Meteorological Information
At 1153, the automated surface observing system (ASOS) at SAT, located 16.5 miles northwest of the accident site, reported wind from 10 degrees at 7 knots, 1.5 miles visibility with light rain and mist, broken clouds at 800 feet, overcast clouds at 1,700 feet, variable ceiling 600 to 1,200 feet, temperature 37°F, dew point 36°F, barometric pressure 30.16 inHg. At 1253, SAT reported wind from 20 degrees at 9 knots, 1.5 miles visibility with light rain and mist, overcast at 800 feet, variable ceiling 700 to 1,200 feet.
At 1204, the ASOS at Stinson Municipal Airport (SSF), 6 miles southwest of the site, reported wind from 360 degrees at 10 knots, 2 miles visibility with light rain and mist, overcast at 600 feet, variable ceiling 400 to 1,000 feet, temperature 37°F, dew point 36°F, barometric pressure 30.14 inHg. At 1244, SSF reported wind from 10 degrees at 6 knots, 3 miles visibility with light rain and mist, overcast at 800 feet, variable ceiling 500 to 1,100 feet.
Wreckage and Impact Information
The initial impact was in a farm field on a heading of approximately 70 degrees. The airplane continued about 23 feet eastward, then struck a barn, coming to rest upright on a 230-degree heading. A post-crash fire ensued, nearly consuming the cabin and instrument panel. Flight displays and instruments were thermally damaged beyond data extraction.
The right wing came to rest inverted, with nearly all but the inboard 5 feet consumed by fire. The right aileron was found separately with thermal damage; the right flap was consumed. The left wing and aileron were nearly consumed; the left flap remained attached via the inboard hinge.
The horizontal stabilizer and elevator remained attached, with the outboard left 3 feet bent 90 degrees down. The vertical stabilizer and rudder were attached and curled to the right. All major components were accounted for. Landing gear and flaps were retracted. Control continuity was established to all flight controls except the separated right wing, whose cable separations showed a broom-strawed appearance.
The engine was found upright; the propeller and reduction gearbox front housing had separated. The gas generator had creasing and exhaust duct damage; the aft portion showed thermal damage. The inlet case and integral oil tank were melted. Examination at the site revealed rotational scoring on compressor and power turbines consistent with power at impact. The propeller shaft was fractured aft of the transfer sleeve, with torsional overload signatures.
The propeller remained attached to the shaft. Blade A exhibited S-bending; Blade B was bent forward about 30 degrees; Blade C was twisted and bent aft; Blade D was separated about 8 inches from the hub, curled aft. All blades had gouges, polishing, and chordwise scratches. No preimpact anomalies were found that would have prevented normal operation.
Medical and Pathological Information
The Office of the Medical Examiner of Bexar County performed an autopsy on January 19, 2008, listing cause of death as "multiple blunt force injuries." The toxicology report noted Doxylamine and Sertraline in heart and femoral blood without quantification. The FAA Toxicology Accident Research Laboratory tested negative for carbon monoxide, cyanide, and ethanol, and detected Sertraline (0.132 µg/ml) in blood and kidney, Desmethylsertraline (0.628 µg/ml) in blood and kidney, Doxylamine (0.417 µg/ml) in blood and liver, and Ephedrine and Pseudoephedrine in liver. An FAA Regional Flight Surgeon noted that neither Sertraline nor Doxylamine was reported on the pilot's FAA medical applications.