History of Flight
On January 3, 2009, at approximately 1215 eastern standard time, a Piper PA-28-151, registration N43631, was substantially damaged when it impacted terrain near Powder Springs, Tennessee. The certificated private pilot and sole passenger were killed. Instrument meteorological conditions (IMC) prevailed for the flight, which departed Gatlinburg-Pigeon Forge Airport (GKT), Sevierville, Tennessee, en route to Warsaw Municipal Airport (ASW), Warsaw, Indiana. No flight plan was filed for the personal flight conducted under 14 CFR Part 91.
A witness outside his house reported that the weather was overcast and he could not see the mountaintops. He heard the airplane traveling north, and the engine "cut out two to three times" before hearing the airplane crash into trees and the engine stop. He estimated the ceiling was 100 to 200 feet below the mountaintops, or about 1,700 to 1,800 feet above sea level.
Personnel Information
The pilot held a private pilot certificate with a rating for airplane single-engine land and did not possess an instrument rating. According to FAA records, his most recent third-class medical certificate was issued on June 26, 2007, at which time he reported 116 total hours of flight experience.
Aircraft Information
The airplane was manufactured in 1974 and was lent to the pilot by the owner. Its most recent annual inspection was completed on February 1, 2008, at which time it had accrued 5,017 total hours of operation.
Meteorological Information
Weather recorded at McGhee Tyson Airport (TYS), Knoxville, Tennessee, about 21 nautical miles southwest of the accident site, at 1153 included wind 010 degrees at 6 knots, visibility 3 miles in mist, overcast at 1,200 feet, temperature 7°C, dew point 6°C, and an altimeter setting of 30.07 inHg.
Wreckage and Impact
The wreckage was found approximately 27 miles northwest of GKT in heavy timber and mountainous terrain. The airplane struck trees near the top of a mountain. Wings separated from the fuselage, and the fuselage came to rest on a magnetic heading of 328 degrees at about 1,932 feet msl, downhill from the initial impact point.
Examination by the NTSB found no evidence of preimpact malfunction of the airplane or engine. Control continuity was established from flight controls to cable breaks exhibiting tensile overload. The wings were fragmented with impact depressions; the stall vane was impact damaged; the pitot tube was unobstructed; fuel screens and vent were clear. The left aileron separated, right aileron partially separated. The vertical stabilizer and rudder remained attached but damaged; rudder control cables continuous to rudder bar. The horizontal stabilator showed impact damage; pitch trim was neutral (five threads exposed on trim drum shaft).
The fuselage had impact damage to the cabin area; aft fuselage partially separated. Engine was in place but propeller separated. Nose gear separated at strut. Gascolator separated; electric fuel pump filter free of debris. Cabin door was closed and latched; navigation lights, panel lights on; ELT armed. Front seats removed for occupant extrication; left seat belt cut, right seat belt not fastened; neither shoulder harness fastened. Fuel selector in left tank; flap handle and torque tube in retracted position; magneto and master switches turned off by rescue personnel.
The directional gyro and artificial horizon gyros rotated freely with light rotational scoring. The propeller separated; spinner had rotational signatures, both blades twisted toward low pitch with leading edge gouging and chordwise scratching. Engine crankshaft rotation confirmed continuity; thumb compression and suction on all cylinders; spark plugs intact, dark gray; both magnetos produced spark. Oil present in filter, screen, valve springs; cylinder interiors normal.
Additional Information
Data from a handheld Lowrance 600C GPS recovered from wreckage showed that after departure from runway 10 at GKT, the pilot turned right crosswind, then right to downwind, then turned north. The last data point was about 20 nautical miles south of the accident site.
Lockheed Martin Flight Service reported that the pilot received a preflight weather briefing and was advised that VFR flight was not recommended due to low ceilings and visibility. The pilot declined to file a flight plan. No evidence that the pilot sought updated weather or contacted ATC.
According to an interview with a Warsaw Flying Club employee, the pilot had been working on his instrument rating around the time of the accident.