History of Flight
On November 29, 2009, at 1615 central standard time, a Piper PA-32RT-300, N9243C, was substantially damaged during landing at Memphis International Airport (MEM), Memphis, Tennessee. The certificated private pilot was fatally injured and three passengers received serious injuries. Instrument meteorological conditions prevailed and an instrument flight rules flight plan was filed for the flight, which originated at Greenbrier Valley Airport (LWB), Lewisburg, West Virginia, at 1255 eastern standard time. The personal flight was conducted under 14 Code of Federal Regulations Part 91.
According to air traffic control radar data and recorded voice communications, the airplane entered Memphis Approach airspace at 4,000 feet and was later cleared to 3,000 feet. The pilot received an intercept heading and was cleared for the ILS 18L approach at MEM. The airplane turned final at 3,000 feet and was cleared to 2,000 feet. Radar data showed the airplane initially captured the localizer centerline for runway 18L but soon drifted left, maintaining a parallel course left of centerline until glideslope interception.
About 5 miles from the runway end, the airplane descended from 1,900 feet, remaining left of the localizer, to 900 feet (approximately 560 feet AGL) at 3.6 nautical miles from the runway. The controller issued a low altitude alert and the current altimeter setting; the pilot acknowledged. The airplane then climbed and turned toward the localizer, briefly regaining it before drifting left again. It climbed to 1,300 feet then descended to 900 feet at 2.6 nautical miles. A second low altitude alert was issued; the pilot responded partially. No further transmissions were received.
Radar data indicated the airplane climbed to 1,200 feet with ground speed decreasing from 95 to 83 knots. It then entered a right descending turn to the southwest, ground speed decreasing to 74 knots. After a level heading, it turned left to 158 degrees, ground speed decreasing to 63 knots at 500 feet. The last radar hit showed heading 158 degrees, altitude 200 feet, airspeed 63 knots.
The airplane impacted the grass area 10 degrees right of the centerline and 1.25 nautical miles from the runway end.
A witness, an instrument-rated pilot, observed the airplane emerge from low clouds, heading southeast instead of south, then bank left, descend rapidly, and correct right before impact. He thought it appeared to stall. Another witness on the ramp saw the airplane flying very slow and tipping its wings. A third witness observed the airplane depart cloud cover at a steep left angle, vertical with left wing tip straight down, then lose lift and fall straight down. The left wing struck first, broke off, and a small fire started.
Personnel Information
The pilot held a private pilot certificate with single-engine land and instrument ratings. His most recent third-class FAA medical certificate was issued December 18, 2007, at which time he reported 1,700 hours of total flight experience.
A review of his FAA Airman File showed a disapproval for his first instrument rating application on April 1, 2000, due to air traffic control clearances and holding procedures; he passed the practical exam on May 8, 2000.
Two pilot logbooks were found after the accident. They recorded 1,459 hours of total flight experience, 273 hours of actual instrument experience (6 hours in the previous 6 months), 9 hours total in the previous 90 days, and 5 hours in the previous 30 days. The logbooks indicated he began flying the accident airplane in July 1999, and all flights in the second logbook (July 2006 to November 2009) were in that airplane, all departing from or returning to MEM.
His most recent instrument proficiency check and biennial flight review were completed on August 22, 2009, by a certified flight instructor who assessed his skill and knowledge as average and noted he flew decent ILS approaches.
Aircraft Information
The Piper PA-32RT-300 was a single-engine airplane with a Lycoming IO-540, 300-horsepower engine. The pilot was a co-owner, having purchased the airplane in October 1999 with two others. The airplane was based at MEM since purchase. The most recent annual inspection was completed on October 1, 2009, at 4,850 total flight hours; at the accident time, it had 4,875 hours. The airplane was last refueled prior to departure from LWB, topped off with 44 gallons of aviation fuel.
A weight and balance computation by the manufacturer showed the center of gravity at about 99.26 inches aft of datum, approximately 3.26 inches aft of the rear CG limit. Assuming passenger seating as reported, departure weight would have been about 143 pounds over maximum gross weight and CG slightly out of aft limit.
Meteorological Information
Weather at MEM at 1553: wind 190 degrees at 10 knots, 1 mile visibility in mist, overcast ceiling 300 feet, temperature 13°C, dew point 12°C, altimeter 29.91 inches. At 1632: wind 200 degrees at 8 knots, 1 mile visibility in mist, overcast 300 feet, temperature 13°C, dew point 12°C, altimeter 29.92 inches.
The pilot requested a weather briefing from Raleigh FSS at 1121 EST. He was informed that the flight might be longer due to weather in western Tennessee. The terminal forecast for Memphis at arrival time included winds 200 degrees at 9 knots, visibility greater than 6 miles with rain showers, and overcast at 1,500 feet. The pilot filed an IFR flight plan without an alternate airport.
Airport Information
Memphis International Airport had three parallel runways oriented 18R/36L, 18C/36C, and 18L/36R, and an intersecting runway 9/27. The ILS Runway 18L approach inbound course was 178 degrees magnetic, glideslope crossing altitude 2,000 feet, decision altitude 501 feet msL (touchdown zone elevation 301 feet), visibility requirement 1/2 mile. The missed approach procedure required climbing to 900 feet then climbing left turn to 5,000 feet via MEM VORTAC R-151 to KEEZE Int. The approach had MALSR and a 4-light PAPI on the left side.
Wreckage and Impact Information
The airplane initially impacted grass north of runway 18C, then skidded and hit a concrete barrier before coming to rest. The wreckage path was less than 100 yards. The right flap and left landing gear were found along the path. The airplane came to rest upright with the left wing separated from the fuselage and resting on top of the right wing. The right wing and tail remained attached; the fuselage sustained severe post-crash fire damage. Throttle, propeller, and mixture controls were about 1 inch from full forward. Flight control continuity was confirmed.
Examination of the left wing showed the aileron in position, left flap separated, aileron cables separated at the wing root with broomstraw features. The left wing had substantial impact and fire damage; the fuel tank was breached. The right wing was secured to the fuselage, with substantial fire and impact damage; fuel tank breached; flap and aileron secured; aileron cables secured to bellcrank and cut for transport.
Landing gear were separated with actuators extended, consistent with gear down. Flap torque tube arms indicated flaps retracted. Vertical stabilizer and rudder were in place and secure; rudder cables continuous. Horizontal stabilator in place with impact damage to right leading edge; control linkage continuous to control wheel.
The fuselage incurred substantial impact and thermal damage; center bent upward, roof partially collapsed. The autopilot mode switch was in HDG, heading bug set to 190 degrees, needle on about 172 degrees; roll switch full right. The attitude gyro case was undamaged, internal gimbaled assembly free with no restrictions.
The engine, propeller, and firewall remained attached. All three propeller blades had leading edge gouging and chord-wise scratching, bent opposite rotation. Engine rotation produced thumb suction and compression on all cylinders; valve train continuity observed; magneto sparked; spark plugs normal; vacuum pump functioned normally.
Medical and Pathological Information
An autopsy performed by the Shelby County Medical Examiner listed the pilot's cause of death as multiple blunt force injuries. FAA toxicology testing detected 7-Amino-clonazepam in urine and blood, tetrahydrocannabinol (marihuana) in lung but not blood, tetrahydrocannabinol carboxylic acid in urine and kidney but not blood.
The NTSB Medical Officer reviewed FAA medical records, pharmacy records, and physician records. The pilot had a history of chronic active hepatitis C since at least 1997, with failure of multiple treatments. He received special issuance authorizations for a third-class medical certificate, most recently for a 6-year period beginning 2005. A March 2009 FAA letter indicated he was eligible without further follow-up unless adverse changes occurred. His medical applications in 2006 and 2007 answered "No" to current medication use. Personal medical records noted a stage 4 liver biopsy in 2000, use of clonazepam 1mg at bedtime as needed for sleep since at least October 2006, modafanil 200mg once or twice daily since at least June 2008, and symptoms of lethargy in January 2009. The FAA medical records did not note the liver biopsy. The autopsy described the liver as weighing 2120 grams, finely nodular, with micronodular cirrhosis and mild fatty change.
Additional Information
Two passengers were the pilot's children; they declined to provide statements. The third passenger was a friend who reported no memory of the accident.