History of Flight
On October 23, 2008, about 2134 central daylight time, a Piper PA-30 (N7510Y) crashed in a plowed corn field near Selmer, Tennessee. The flight originated from Searcy Municipal Airport (SRC) in Searcy, Arkansas, with an estimated departure time between 1835 and 1845. The intended destination was Roscoe Turner Airport (CRX) in Corinth, Mississippi. No flight plan was filed, and night instrument meteorological conditions (IMC) prevailed. There was no record of a weather briefing or contact with air traffic control.
The pilot had purchased fuel earlier that day at locations in Colorado and Texas. At Searcy, he purchased about 18 gallons of fuel around 1828. A friend reported arriving at the airport between 1830 and 1845 to see the pilot, but the airplane had already departed. No witnesses observed the departure.
A witness about 1.4 nautical miles north-northeast of the crash site reported hearing an airplane fly low over her house at about 100 feet above ground level around 2130. It was raining, but not lightning, and she could not see stars or the moon. Another pilot-rated witness reported IMC conditions due to clouds and fog. There were no known witnesses to the accident; the wreckage was discovered the next morning.
Pilot Information
The 71-year-old pilot held a private pilot certificate with single- and multi-engine land ratings, issued December 21, 1982. His most recent FAA third-class medical certificate was issued October 8, 2004. He reported 3,650 total flight hours. He was not instrument rated. According to his son, the pilot frequently flew under instrument flight rules and felt comfortable in IMC but would not fly an approach to minimums.
The pilot had a history of strokes and coronary artery bypass surgery in 2007, with residual effects that were not noticeable to others in the months before the accident. Postmortem toxicology detected several medications, including citalopram, alprazolam (metabolite), and others, but at levels not quantified as impairing per the report.
Aircraft Information
The aircraft was a 1964 Piper PA-30, serial number 30-574, powered by two Lycoming IO-320-B1A 160-horsepower engines with Hartzell constant-speed propellers. It was equipped with a two-axis Century III autopilot. The last annual inspection was January 18, 2007; at the time of the accident, the aircraft had operated about 47 hours since then, which exceeded the 12-month requirement.
Meteorological Information
Special surface observations at Robert Sibley Airport (SZY), about 7 nautical miles northeast of the crash site, recorded at 1956: wind 290° at 7 knots, visibility 9 statute miles, few clouds at 500 feet, broken at 4,100 feet. At 2044: variable wind at 5 knots, visibility 3 statute miles, broken at 400 feet. At 2129: wind calm, visibility 4 statute miles, broken at 500 feet, overcast at 1,400 feet.
Wreckage and Impact
The airplane impacted a corn field about 12 nautical miles north of the destination airport, coming to rest upright on a heading of 278°, about 247 feet from the first ground contact. The debris path was oriented on a heading of 184°. Components found along the path included the nose gear door, right aileron, left propeller, and various avionics and charts. The cockpit was destroyed, and the right fuselage was structurally opened. Flight control continuity was confirmed for the stabilator and rudder. Fuel examination revealed the left main tank empty, auxiliary tank containing about 7.5 gallons of uncontaminated fuel. The right fuel tanks were empty. Both engines showed no preimpact failure or malfunction, though the left vacuum pump had fractured vanes and a sheared drive shaft.
Medical and Pathological
An autopsy determined the cause of death as multiple blunt force injuries. Forensic toxicology detected acetaminophen, citalopram, and other substances, but not at levels indicating impairment. The pilot's coronary artery disease and occluded bypass graft were noted.
Additional Information
On October 16, 2008, the pilot experienced a landing gear extension problem while arriving at Borger, Texas. He announced the issue, departed the airport, and later landed uneventfully. After parking, he was observed to park at an extreme angle to the guide. The landing gear emergency extension cover was secure in the wreckage, and the jackscrew position indicated the gear was retracted at impact.