History of Flight
On October 23, 2009, at 2017 eastern daylight time, a Piper PA-46-350P, registration N98ZZ, was substantially damaged when it collided with wooded terrain during an emergency approach to Zephyrhills Municipal Airport (ZPH), Zephyrhills, Florida. The accident followed a reported loss of engine power. The certificated commercial pilot and two passengers were killed. The personal flight was conducted under 14 CFR Part 91. Visual meteorological conditions prevailed, and an instrument flight rules flight plan was filed for the planned flight to Lakeland Linder Regional Airport (LAL), Lakeland, Florida. The flight departed Gainesville Regional Airport (GNV) at 1943.
According to Federal Aviation Administration (FAA) data, at 2006 the pilot was in radar and radio contact with Tampa terminal radar approach control (TRACON). The airplane was in cruise flight at 5,000 feet mean sea level (msl). About 2 minutes later, TRACON cleared the flight to descend to 3,000 feet, which the pilot acknowledged. At 2014, the controller cleared the flight to descend to 2,000 feet and instructed the pilot to report LAL in sight. The pilot acknowledged and reported LAL in sight. The controller cleared the flight for a visual approach to runway 27 at LAL, which the pilot acknowledged. About 30 seconds later, the pilot declared an emergency and requested assistance to the nearest airport. The controller provided a vector and distance to ZPH, and the pilot subsequently reported "engine out, engine out." The airplane impacted wooded terrain about 4 miles northeast of runway 22 at ZPH. A postcrash fire consumed a majority of the wreckage.
Fueling records revealed that the pilot fueled the airplane with 16.4 gallons of 100 low-lead aviation gasoline prior to departure from GNV.
Personnel Information
The pilot, age 44, held a commercial pilot certificate with ratings for airplane single-engine land, airplane multiengine land, and instrument airplane. The pilot's most recent FAA second-class medical certificate was issued on September 26, 2007. The pilot's logbook was not recovered. According to an insurance application dated January 21, 2008, the pilot had a total flight experience of 2,750 hours; of which, 110 hours were in the same make and model as the accident airplane.
The pilot applied for an FAA second-class medical certificate on October 27, 2008; however, that application noted 3+ glucose in the urine and was deferred due to "possible diabetes." On November 27, 2008, the FAA sent a written request to the pilot for a report from a treating physician including a statement of any complications and a current glycosylated hemoglobin test. The FAA did not receive any further correspondence, and the application remained in a deferred state.
Aircraft Information
The six-seat, low-wing, retractable-gear airplane, serial number 4636169, was manufactured in 1998. It was powered by a Lycoming TIO-540, 350-horsepower engine and equipped with a three-bladed, constant-speed Hartzell propeller.
Review of the airplane's maintenance logbooks revealed that its most recent annual inspection was completed on December 9, 2008. At that time, the accident engine was installed on the airplane. The accident engine had accumulated 493.1 hours since new. The airframe had accumulated 1,910.5 hours since new.
Further review of the engine logbook revealed that it had been removed from another airplane on February 17, 2006. The engine was stored and subsequently sold to the owner of the accident airplane.
Meteorological Information
Tampa Executive Airport (VDF), about 15 miles south of ZPH, recorded weather at 2020: wind calm, visibility 10 miles, sky clear, temperature 21°C, dew point 19°C, altimeter 29.90 inches of mercury.
Wreckage and Impact Information
The airplane came to rest inverted, oriented on a heading of 240 degrees magnetic. An approximate 100-foot debris path was observed, originating with tree strikes and terminating at the front of the main wreckage. The outboard left stabilizer was located near the beginning of the debris path, to the right of the path. The left wing was suspended about 10 feet in a tree along the right side of the path. The right wing was on the left side of the main wreckage, with the majority separated near the root and embedded around a tree. The right aileron and portion of right flap remained attached. The flaps and landing gear were retracted. The engine and two propeller blades were partially buried. None of the three propeller blades exhibited evidence of rotation. The cockpit and cabin area, including the fuel selector, were consumed by fire. The empennage remained partially intact and was charred. The vertical stabilizer, right horizontal stabilizer, and inboard left horizontal stabilizer remained attached and were partially consumed by fire.
Flight control continuity was confirmed from the forward cockpit area to the elevator horn, elevator trim jackscrew, and rudder horn. Continuity was also confirmed from the left and right ailerons to cable separations near the wing roots. Measurement of the elevator trim jackscrew revealed eight exposed threads, equating to an approximate neutral trim setting.
The wreckage was recovered on October 24, 2009. The ignition and fuel systems were consumed by fire. A cursory examination of the engine, including a borescope inspection of the cylinders, did not reveal any preimpact mechanical malfunction. The propeller remained attached; two blades were partially consumed by fire; the remaining blade exhibited minor damage. The engine was retained for further teardown examination.
Medical and Pathological Information
An autopsy was performed on the pilot by the State of Florida District Six Medical Examiner's Office on October 25, 2009. The autopsy report noted the cause of death as "thermal injuries."
Toxicological testing by the FAA Bioaeronautical Science Research Laboratory revealed:
- Glucose: 845 mg/dl detected in urine
- Hemoglobin A1c: 6.3% detected in blood
Tests and Research
A teardown examination of the engine was performed at the manufacturer's facility under NTSB supervision on January 12–13, 2010. No evidence of catastrophic failure was found; however, the fuel system and ignition system could not be tested due to postcrash fire damage. During the teardown, three teeth were observed separated from the propeller governor drive gear. The gear and teeth were forwarded to the NTSB Materials Laboratory. Further examination revealed that the three teeth separated consistent with overstress. No additional damage or malfunction was noted with the gear, consistent with separation occurring during impact or recovery.