History of Flight
On January 30, 2009, at 1331 eastern standard time, a Piper PA-34-200T, registration N8047C, was destroyed when it struck transmission lines and collided with terrain near Huntington, West Virginia. The certificated private pilot and five passengers were fatally injured. The personal cross-country flight was conducted under 14 CFR Part 91. The airplane was maneuvering for landing at Huntington Tri-State Airport (HTS) when the accident occurred. Instrument meteorological conditions prevailed, and no flight plan was filed. The flight originated at Lake in the Hills Airport, Illinois, about 0845 central standard time.
According to a friend of the pilot, the purpose of the flight was to view airplanes for sale in North Carolina and Florida. The friend had been asked to join but declined due to scheduling. On the accident day, the friend noticed six people on board instead of five and questioned weight and balance; the pilot assured him calculations were completed. The friend advised obtaining a weather briefing and filing a flight plan; the pilot said he would do so via cellular telephone. The friend left for a hangar and returned at 0845 to find the airplane gone.
Fixed base operator records indicated the airplane was "topped off" with 68.3 gallons of fuel before departure.
The planned route was unknown; a direct route would have been about 130 degrees true for 580 nautical miles, passing about 10 nm northeast of HTS about 350 nm from departure.
Radar data from the FAA initially showed a target at 1244 with a VFR transponder code of 1200 at 9,700 feet, about 50 nm southwest of HTS. The airplane proceeded northeast, then turned southeast and east near HTS.
At 1305, the pilot called a mayday, stating he was low on fuel and needed to land. At 1307, the controller reported the airplane 8 miles southeast of HTS with Class D airspace IFR: ceiling 1,000 broken, visibility 2 miles in light snow. The controller directed headings and altitudes, and the pilot acknowledged but made several altitude changes. The pilot stated he had ground contact at times but later lost it. At 1315, the pilot asked how low he could go; the controller said below minimum vectoring altitude. At 1316, the pilot reported low fuel. The controller offered a surveillance approach to runway 30.
Subsequent communications involved heading and altitude instructions; the pilot's responses were sometimes unintelligible or non-existent. Radar showed the airplane deviating from assigned headings and altitudes. At 1330:58, the last radar contact showed the airplane at 1,000 feet heading southeast.
A witness near the crash site reported seeing the airplane fly low over treetops near power lines and hearing a nosedive sound about 10 minutes later. Another witness driving in heavy snow saw the airplane at powerline/treetop level heading eastbound; she then saw an orange burst in her rearview mirror.
Personnel Information
The pilot held a private pilot certificate with ratings for airplane single-engine, multiengine land, and glider. His logbook was not recovered. His most recent FAA second-class medical certificate was issued December 17, 2008, reporting 2,200 total flight hours. He did not possess an instrument rating.
Aircraft Information
The airplane was manufactured in 1975. Maintenance logbooks were not recovered. The left engine tachometer indicated 4,296.29 hours; the right engine tachometer indicated 4,348.08 hours at the crash site.
Meteorological Information
At 1348, weather at HTS (4 nm northwest of accident site, elevation 828 feet) included overcast ceiling at 1,000 feet, visibility 3/4 mile in snow, temperature -3°C, dew point -4°C, altimeter 30.06 inHg, winds 290° at 3 knots. An air traffic controller reported snow getting thicker with visibility about 3/4 mile. The airport fire department chief reported visibility less than 1/4 mile due to heavy snow at the time.
Forecasts and observations indicated snow, low ceilings, and reduced visibility throughout the day. The pilot did not obtain a weather briefing, file a flight plan, or receive Flight Service services.
Wreckage and Impact Information
The main wreckage rested on rising, wooded, snow-covered terrain at 625 feet elevation, 38°20'36"N, 082°29'21"W. All major components were accounted for. Initial impact points were two high-tension power lines (one severed, one damaged) about 200 feet above ground. The main wreckage impacted terrain 480 feet beyond the lines and came to rest inverted. Tree branches and trunk sections showed clean angular cuts; a 6-foot length of braided cable consistent with the severed power line was entangled.
Wings, landing gear, vertical stabilizer, and rudder were separated. Control cable continuity was established from cockpit to break points. Both engines and propeller systems separated from mounts. Propeller blades showed twisting, bending, and chordwise scratching; one blade had striations consistent with wire abrasion. Examination of the engines revealed impact damage; spark plugs were intact with light tan/gray color. Magnetos produced spark. Fuel manifolds contained fuel without debris. Fuel odor and sooting from post-impact fires were noted.
Medical and Pathological Information
Autopsy by the West Virginia Office of the Chief Medical Examiner determined the pilot died from multiple injuries. FAA toxicological testing of pilot fluid and tissue specimens was negative for carbon monoxide, cyanide, and ethanol.
Tests and Research
Weight and balance calculations using recovered documents, occupant weights, and baggage showed the airplane weighed about 4,902 pounds at takeoff with center of gravity at 98.4 inches aft of datum. The manufacturer's center of gravity range at maximum gross weight (4,570 pounds) was 90.6 to 95.0 inches aft of datum. Zero fuel weight was calculated as 4,343.9 pounds at 99.02 inches aft of datum.