History of Flight
On December 4, 2009, at 1845 eastern standard time, a Piper PA-31T2, registration N85EM, collided with terrain following an in-flight loss of control in Harrison, Michigan. The airline transport rated pilot sustained fatal injuries. The airplane was destroyed by impact forces and a post-impact fire. Visual meteorological conditions prevailed and an instrument flight rules (IFR) flight plan was filed. The business flight, operated under 14 Code of Federal Regulations Part 91, departed Charlevoix Municipal Airport (CVX), Charlevoix, Michigan, at 1811, en route to Seneca County Airport (16G), Tiffin, Ohio.
The pilot had flown from 16G earlier to CVX to drop off a passenger and was returning when the accident occurred. Another pilot who knew the accident pilot landed at CVX about five minutes before N85EM and reported that N85EM was on the ground for approximately 30 minutes. They conversed on the aircraft radio while on the ground; the accident pilot did not mention any problems. The witness pilot departed about five minutes after N85EM, en route to Toledo, Ohio. He reported cloud tops around 8,000 feet with a trace of rime ice in the clouds and overheard radio transmissions between the accident pilot and air traffic control, noting no signs of distress.
The accident pilot obtained his IFR clearance on the ground at CVX. At 1816:13, he contacted Minneapolis Air Route Traffic Control Center (ARTCC), reporting climbing out of 1,800 feet to 6,000 feet. The controller cleared him to climb and maintain 16,000 feet. Radar contact was established at 1817:35, with the pilot reporting climbing out of 5,600 feet in solid IFR conditions with heavy snow. At 1838:19, he reported being on top of clouds at 7,000 feet. At 1820:58, he was cleared to flight level (FL) 230, which he acknowledged.
Radar data showed slight course variations during climb, but the aircraft maintained a south-southeasterly course around 170 degrees. Around 1828, the aircraft turned south-southwesterly to about 190 degrees and began descending. At 1829:13, the controller asked the pilot's altitude; the pilot reported FL 230, while radar showed FL 224. The pilot acknowledged. Radar showed the airplane climbing back to FL 230 by 1830:18.
At 1831:36, the controller asked about the ride; the pilot reported smooth conditions and no ice. Around 1834, the airplane turned again to 230 degrees and descended. At 1834:46, the controller informed the pilot that radar showed him on a southwesterly course and 300 feet below assigned altitude. The pilot responded, "we're shown twenty three hundred twenty three thousand ah twenty nine ninety two." The airplane then turned back to 170 degrees, then gradually to 190 degrees, climbing to FL 242. Around 1838, the course shifted to about 130 degrees with continued altitude fluctuations.
At 1838:37, the controller stated the Mode C readout showed altitude fluctuating between FL 224 and FL 237; the pilot said he would get it checked on the ground. The controller disallowed flight in positive control airspace and instructed descent to 17,000 feet. The pilot responded, and at 1839:15, his last transmission indicated leaving FL 240 for 17,000 feet. Radar data showed the airplane maintaining FL 240-242 until 1839:48.
At 1840, radar showed the airplane on a southerly course at FL 234, then shifting to a northerly course at 1840:24. Nine seconds later, the course changed to about 070 degrees at FL 223, then to 015 degrees. The last radar contact was at 1841:24 at FL 214, approximately 0.7 miles northwest of the accident site.
Four witnesses reported hearing the airplane before seeing it, with engine sounds drawing attention. Three heard loud engine sounds; one noted changes only from the airplane's direction, not engine operation. The fourth heard engines, then silence, then more engine sounds. Two witnesses saw the airplane spiraling in a flat attitude before the nose dropped and impact. Another reported about 10 spirals while descending, noting it was not a flat spin. The fourth reported the airplane flying level before nosing down. No witnesses saw smoke or flames before impact.
Personnel Information
The 58-year-old pilot held an airline transport pilot (ATP) certificate with multi-engine land and single-engine land ratings, and a type rating for Cessna CE-500 airplanes. His last FAA medical examination was on October 16, 2009, yielding a second-class certificate with the limitation "Must wear corrective lenses." The application listed no medications, while a previous application from October 6, 2008, indicated he took Crestor and reported 13,000 flight hours.
Logbooks were not located. An insurance application dated October 14, 2009, indicated his last biennial flight review and instrument check was on August 20, 2009, and reported 4,000 hours pilot-in-command in Piper PA-31TIIXL airplanes, 2,650 hours in PA-31-350 airplanes, and total pilot-in-command time of 9,900 hours across three airplanes. One owner stated the pilot worked for him for 8-9 years and had about 25,000 flight hours. A family member reported the pilot was in fairly good health, was a smoker, and took Crestor and thyroid medication.
Aircraft Information
The accident airplane was a 1982 Piper PA-31T2, serial number 31T-8166055. It was a twin-engine, pressurized airplane certified for known icing. Maximum takeoff weight was 9,540 pounds. Total time as of the last logbook entry on November 24, 2009, was 9,436.4 hours (tachometer 2,257.1 hours). The aircraft had Event 2 and Event 1 inspections as part of the Approved Airworthiness Inspection Program.
It was equipped with Pratt & Whitney PT6A-135 engines. The left engine (serial 92518) was overhauled and installed on March 5, 2001, with total time 7,096.5 hours at installation. The last Event 2 inspection on September 2, 2009, recorded 2,195 hours since overhaul with 7,768 cycles. The right engine (serial 92507) was overhauled and installed on January 10, 2001, with identical times.
The last altimeter/static system, transponder, and encoder test was performed on October 11, 2008. The airplane was equipped with a Garmin GNS530W GPS with WAAS. Fuel: 274.5 gallons of Jet A on December 2, 2009, and not flown until the accident flight.
Meteorological Information
The nearest weather reporting station was Mount Pleasant Municipal Airport (MOP), about 25 miles south. At 1836, MOP reported: wind 220 at 9 knots; visibility 10 statute miles with light snow; overcast ceiling 4,500 feet; temperature -2°C; dewpoint -4°C; altimeter 30.07 inHg. At 1855: wind 220 at 11 gusting 16 knots; 10 miles visibility; overcast 4,300 feet; temperature -2°C; dewpoint -5°C; altimeter 30.07 inHg. The pilot reported being on top of clouds at 7,000 feet; another pilot reported similar conditions at 8,000 feet.
Wreckage and Impact Information
The wreckage was in a heavily wooded area about 9 miles southwest of Clare County Airport, at 43°59.617'N, 084°45.342'W. Terrain sloped about 20 degrees, with trees 2 to 24 inches in diameter. Freshly cut branches 4-5 inches in diameter at 30-degree angles were found nearby. A post-impact fire occurred, with a strong fuel odor.
All structural components and flight controls were located. The fuselage came to rest right side up, nose cone partly buried, nose landing gear retracted. The fuselage from cockpit to empennage was fire-destroyed; all instruments and navigation equipment were destroyed by impact and fire.
The left wing sustained impact and fire damage; most of the inboard section was consumed by fire; the outboard section was burned. The flap and inboard aileron remained attached; the outboard aileron was separated. The left tip tank separated and lay about 30 feet away. Left main landing gear was retracted.
The right wing sustained heat damage; upper section over the landing gear was fire-consumed; landing gear appeared retracted. Leading edge outboard of engine was crushed rearward. Flap and aileron burned but attached. Right tip tank burned, forward section buried at 30 degrees. Aileron trim drum extension equated to neutral trim.
The vertical stabilizer, rudder, horizontal stabilizer, and both elevators remained attached. Leading edge of vertical stabilizer had heat damage; top rudder portion separated. Soot patterns indicated fire damage. Elevator trim drum extension equated to 2 degrees nose down trim. Control cable continuity was established from cockpit to all surfaces.
The left engine remained attached; two propeller blades partially visible, third buried. Engine cowling interior had no heat damage. Left engine anti-ice actuator was extended (off). The right engine sustained impact and fire damage; portions destroyed. Two blades partially visible, third buried. Cowling interior had heat damage; anti-ice actuator not located.
Neither propeller was feathered. Left propeller: Blade A separated, 10-inch tip missing, leading edge rolled; Blade B secured, 3-inch tip missing, chordwise scratches; Blade C loose, 13-inch end missing. Right propeller: Blade A had light chordwise scuffing and S-bend; Blade B had heat damage, bent aft; Blade C had chordwise scuffing, S-bending, and rearward bend.
Medical and Pathological Information
An autopsy on December 5, 2009, listed cause of death as "Multiple fractures including upper, lower extremities, skull and facial bones" and "Postmortem thermal injuries." The autopsy also noted focal coronary artery atherosclerosis. FAA toxicology tests were negative for all substances.
Tests and Research
Both engines were examined at Pratt & Whitney. Left engine: The accessory gearbox had a puncture hole; oil filter free of debris; gears intact; fuel controller and pump operable. Continuity existed between compressor and turbine; compressor bleed valve intact. Fuel spray nozzles normal. Power turbine blades were separated from bases. Rotational scoring present. Settings could not be determined due to impact. No indications of turbine blade exit through exhaust.
Right engine: Heavy fire and impact damage; first stage sun gear intact; rotational scoring on carriers. Accessory gearbox consumed by fire. Compressor turbine intact; half of disk blades had impact and rotational damage. Power turbine: half of blades missing; shaft bent; exhaust case molded. Fuel pump and control separated due to melted gearbox. Continuity could not be established due to impact. Both engines indicated rotation at impact and no pre-existing anomalies were found.