History of Flight
On February 15, 2009, about 2045 mountain standard time, a Piper PA-24-260, registration N8810P, was destroyed following an in-flight breakup while maneuvering near Hagerman, Idaho. The student pilot, the sole occupant, was killed. The airplane was operated by a private individual under 14 CFR Part 91. The flight departed Caldwell Industrial Airport (EUL) about 1900, destined for Bountiful Skypark Airport (BTF), Utah. Visual meteorological conditions prevailed; no flight plan was filed.
A friend of the accident pilot, who flew a Cherokee 140, reported that he had agreed to fly the accident pilot from BTF to EUL so the accident pilot could pick up N8810P. The friend initially agreed to fly N8810P back but relented after the accident pilot insisted he was proficient. The friend briefed the accident pilot on weather and advised staying below 7,000 feet msl near Mountain Home.
After departure, the accident pilot radioed that he needed to close the door and planned to land at Twin Falls. He later resolved the issue and continued. The friend switched to air-to-air frequency and advised climbing to at least 10,000 feet msl to cross mountains. No further communications occurred.
Radar data from 84th RADES/OLAD tracked the accident airplane. At 1931:00, about 30 minutes after takeoff, the track made a 180-degree left turn northwest at 7,400 feet msl. At 1944:12, after traveling halfway back toward EUL, it turned southeast, losing 2,000 feet in 23 seconds (5,217 fpm descent). At 2004:46, it orbited over Mountain Home, then proceeded southeast. At 2038:36, it made a 90-degree left turn, then a right turn, followed by a descending right turn from 9,200 to 7,600 feet in 14 seconds (6,857 fpm). The last radar return at 2040:10 indicated northeast at 4,800 feet msl (1,500 feet agl).
Wreckage was found the next morning about 11 nm west of Hagerman, scattered over 4,670 feet long by 450 feet wide on a 100-degree magnetic heading. The main wreckage, including fuselage and engine, came to rest inverted. Outboard wing sections, stabilators, and empennage were found separately. Examination showed overload fractures consistent with in-flight breakup. Control cables were tension overload. Engine examination revealed no pre-impact mechanical malfunction.
No witnesses reported.
Personnel Information
The student pilot, age 41, held a second-class medical certificate issued September 18, 2007, with no limitations. His logbook showed 67.9 total hours, 4.3 night hours (dual), 13.3 cross-country hours (2.5 solo), and no night cross-country. The last logbook entry, about six months prior, was "Introduction to complex airplane" in a Piper PA-28-200. No endorsements for complex aircraft or solo cross-country were found. He had no flight time in the accident make and model.
Aircraft Information
N8810P was a 1965 Piper PA-24-260 Comanche, serial number 24-4166, all-metal, semi-monocoque construction. It had a 260-horsepower Lycoming IO-540-D4A5 engine and a two-bladed Hartzell propeller. Maximum gross weight 3,100 pounds. The most recent annual inspection was December 16, 2008, at 4,389.84 total hours; the engine had 775.34 hours since major overhaul.
Meteorological Information
At 2053, Twin Falls Airport reported wind 020° at 3 knots, visibility 10 miles, few clouds at 7,000 feet, temperature 1°C, dew point -4°C, altimeter 29.87 inHg. Mountain Home Air Force Base at 2055 reported wind 120° at 16 knots, visibility 10 miles, broken clouds at 9,000 feet, temperature 2°C, dew point -3°C, altimeter 29.87 inHg. Jerome Airport at 2053 reported wind 030° at 18 knots, visibility 10 miles, overcast at 7,500 feet, temperature 3°C, dew point 6°C, altimeter 29.88 inHg. Sunset was at 1812, civil twilight ended at 1841; moonrise was not until 0139 the next day.
Wreckage and Impact
All structural components were accounted for. The main wreckage, inverted, had landing gear and flaps retracted. The cabin door was destroyed and not observed. Throttle, mixture, and propeller controls were full forward. The aft fuselage top was crushed downward. The left wing spar had two fracture zones with upward bend; right wing spar similar. Left and right stabilator fractures showed downward bends. All fractures were overload-type. Engine continuity was established; magnetos produced spark; fuel system free of debris. One propeller blade was bent 90 degrees aft; the other relatively straight.
Tests and Research
A Garmin 496 GPS was recovered but irreparably damaged; no data could be recovered. Toxicology samples detected bupropion (in urine and blood), its metabolite, and dextromethorphan and doxylamine (in urine only). No ethanol, carbon monoxide, or cyanide tests were performed. An autopsy attributed death to blunt force trauma.
Additional Information
FAA regulations 14 CFR 61.31(e) require training and endorsement for complex airplanes. 14 CFR 61.93(c) requires solo cross-country endorsements for student pilots. The accident pilot did not have these endorsements. The FAA's Advisory Circular 60-4A discusses spatial disorientation, noting that lack of horizon at night can lead to dangerous attitudes.