Piper PA-32-260 N64FP Collision with Terrain Near Cruso, North Carolina

Accident Overview and Flight Details On May 12, 2008, at 0533 eastern daylight time (EDT), a Piper PA-32-260, N64FP, collided with mountainous terrain near Cruso, North Carolina. The accident resulted in the deaths of the certificated private pilot and one passenger, and the total destruction of the aircraft. The flight was a personal operation under 14 Code of Federal Regulations Part 91, with no flight plan filed. The aircraft departed Rutherford County Airport-Marchman Field (FQD) in Rutherfordton, North Carolina, at approximately 0500, with North Little Rock Municipal Airport (ORK) in North Little Rock, Arkansas, as the planned destination. Instrument meteorological conditions were present in the accident area at the time of the collision. FAA radar data indicated that at 0522, the aircraft crossed over Asheville Regional Airport (AVL) on a westbound track at a mode C reported altitude of 9,200 feet. Over the following seven minutes, the aircraft maintained its track while descending to 8,300 feet. It then entered a descending right turn before proceeding northwest at 7,100 feet. A subsequent radar return appeared 10 seconds later at 6,100 feet, after which the aircraft tracked southwest and climbed to 6,300 feet. The final radar return was recorded at 5,800 feet after a one-minute descent. The wreckage was discovered on the southern face of Cold Mountain at an elevation of 4,700 feet, located 0.6 miles west of the final radar return. According to the pilot's mother, the pilot had flown from Central Florida to Rutherfordton the previous evening, arriving around 2000. She noted that he checked the weather on a computer later that night and stated the weather was fine. He went to bed at 2230 and woke at 0305 the next morning. His mother drove him to the airport at 0400, where he loaded two additional airplane seats into the aircraft. A friend of the pilot stated that they were scheduled to meet at ORK at 1100 on the day of the accident. The pilot had called the previous night to say he would depart FQD at 0700. Their plan was to fly to North Dallas to attend a seminar, with a specific 2-hour segment beginning at 1300. They intended to depart for Lubbock, Texas, at 1500. ## Personnel and Aircraft Information The pilot, aged 44, held a private pilot certificate with a rating for airplane single-engine land but did not hold an instrument rating. His pilot logbooks showed approximately 616 total flight hours as of April 25, 2008, including about 66 hours in night conditions. His most recent flight review was completed on April 12, 2008. The aircraft was a low-wing, single-engine Piper PA-32-260 configured with seven seats and manufactured in 1966. Maintenance logbooks noted at the annual inspection dated November 1, 2001, that the tach hourmeter was no longer accurate. Subsequent annual inspections recorded a tachometer time of 89.9 hours, with notes stating that flight hours were reported by the operator. The tachometer hourmeter was found in the wreckage displaying 89.9 hours, while the Hobbs hourmeter device was not located. The last annual inspection of the airframe and engine was completed on October 24, 2007, at which time the total recorded airframe time was 2124.5 hours. The six-cylinder Lycoming O-540-E4B5 engine had 656.5 hours since its last major overhaul in February 1979. Pitot static, altimeter, and transponder inspections were performed on October 16, 2007. The last logbook entry indicated an avionics upgrade on February 20, 2008, which included a Garmin GNS430W GPS/Nav/Comm, a Garmin GTX330 mode S transponder, a PS Engineering PMA8000B audio panel, a SigmaTek 4000C directional gyro, an S-TEC system 30 autopilot, and an overhead in-flight entertainment system. ## Meteorological and Communications Data The closest official weather observation station to the accident site was AVL, located about 15 miles east. A METAR issued at 0554 reported winds from 330 degrees at 22 knots, gusting to 31 knots; visibility 10 miles; skies 3,700 feet broken, 4,300 feet broken, 6,000 feet overcast; temperature 11 degrees Celsius; dew point 4 degrees Celsius; and altimeter 29.67 inches of mercury. A METAR for Shelby-Cleveland County Regional Airport (EHO) at 0500 reported winds from 290 degrees at 3 knots; visibility 10 statute miles; skies 6,000 feet scattered, 7,000 feet broken, 8,000 feet broken; temperature 13 degrees Celsius; dew point 7 degrees Celsius; and altimeter 29.58 inches of mercury. NWS data for 0400 on May 12 showed a strong northwesterly flow over North Carolina. At 2245 on May 11, the NWS issued high wind warnings and an AIRMET for moderate turbulence and high winds in the accident area. GOES-12 infrared data revealed a band of clouds over central-western North Carolina, bordering the aircraft's route over Asheville. Radiative temperatures at the approximate accident location were about –7 degrees C at 0515 and 0532, while temperatures near Asheville were -2 degrees C. The Greer Weather Surveillance Radar-1988, Doppler (KGSP WSR-88D) data at 0531:21 showed an area of reflectivity with intensities between +12 and -8 decibels near the aircraft. FAA radar data showed the aircraft descended from 8,300 feet to 6,100 feet between 0530:25 and 0532:16. NAM winds aloft data predicted northwest winds of about 60 knots at 7,000 feet at the time of the accident. Sunrise in Asheville occurred at 0627, with civil twilight beginning at 0559. The FAA reported no record of a pilot preflight weather briefing or communications with FAA facilities during the flight. DUATS records showed the pilot last accessed the system on January 21, 2008. ## Wreckage and Impact Information The wreckage was located in heavily wooded terrain on an approximate 70-degree slope. The highest elevation in the area was 6,030 feet msl, one mile west of the accident location, with the surrounding terrain consisting of multiple 4,000 to 6,000 foot peaks and ridgelines oriented northeast to southwest. The first identified point of impact (FIPC) was marked by severed tree branches approximately 75 feet southeast and 20 feet above the main wreckage. Angularly cut wood was scattered along the wreckage path, and aviation gasoline odor was present. The aircraft came to rest on a heading of 320 degrees magnetic. The right wing was separated at the wing root and folded back under the empennage, with the right wing and tip fuel tanks breached. The right aileron separated from the wing and was found folded around a tree limb at the FIPC. The left wing was partially separated from the fuselage, and both the left wing tank and tip fuel tank were breached. The empennage remained attached to the main cabin, with the vertical stabilizer, rudder, stabilator, and stabilator trim tab intact. Accordion crush damage was observed forward of the vertical stabilizer to the aft baggage compartment, and the remaining cabin area sustained crush deformation and fragmentation through to the engine firewall. The instrument panel was destroyed, and all control surfaces were accounted for at the site. Three additional seats were found 10 feet beyond the main wreckage area, identified by a manufacturer representative as not attached to the airframe. The rear cargo straps were locked and stowed. The engine remained aligned with the fuselage, with the forward section partially buried in soil and the rear section obstructed by instrument panel remnants. Cowling portions were distributed in the surrounding wreckage. One propeller blade protruded from the soil, displaying a 45-degree curl 2 inches from the tip, along with leading edge nicks and chordwise scratches. The attitude indicator was crushed and separated from the instrument panel, with internal rotational scoring noted. The fuel selector valve was found separated from the airframe in the cabin area, in the left wing tank position. It was tested with low air pressure and found operational in all positions. Disassembly revealed no blockage in the fuel screen and trace amounts of fuel in the bowl. The wreckage was recovered and moved to a storage facility in Griffin, Georgia, for further examination. Control continuity from the forward cockpit to the control surfaces was established, and all seven seats were separated from their mounting points. Fuel cap remnants were accounted for on the aircraft. The flight instrument vacuum pump was fractured at its mounting but remained attached, with the frangible coupling intact. Investigators achieved manual rotation of the crankshaft through the crankshaft propeller flange, with thumb compression established in all cylinders. Valve train continuity was observed through to the rear accessory case, and oil was present in the rocker box areas on all cylinders. Spark plugs from all cylinders were gray in color. A borescope examination of the cylinders revealed no foreign object damage or anomalies on valve heads and combustion surfaces. No evidence of premishap mechanical malfunction or failure was observed during the examination of the engine or airframe. ## Medical and Pathological Findings Autopsies conducted by the North Carolina Department of Health and Human Services Office of the Chief Medical Examiner reported the cause of death for both occupants as multiple blunt force injuries. Toxicological tests on pilot specimens by the FAA Civil Aeromedical Institute were negative for volatiles, but drug testing was positive for Citalopram, N-Desmethylcitalopram, and DI-N-Desmethylcitalopram in kidney and liver samples. No blood or urine samples were available for testing. A drug prescription bottle addressed to the pilot was found in the wreckage, labeled with a total of ninety 40mg doses of Citalopram, issued on January 19, 2008. The pilot's most recent FAA second-class medical certificate was issued on January 30, 2008, with no limitations or waivers. He had not reported the use of Citalopram on his most recent airman medical certificate application. The Citalopram was prescribed by a family practitioner, not the doctor who performed the FAA medical exam.