History of Flight
On July 14, 2010, at 2054 eastern daylight time, a Piper PA-28RT-201, N2825A, operated by Concord Regional Flight Services, was substantially damaged during impact with trees and a residence in North Myrtle Beach, South Carolina. The private pilot and two passengers were killed. The personal flight was conducted under 14 CFR Part 91 in visual meteorological conditions, with an instrument flight rules (IFR) flight plan filed for the planned flight to Concord Regional Airport (JQF) in Concord, North Carolina. The flight originated from Grand Strand Airport (CRE) in North Myrtle Beach at 2049.
The pilot had completed a 1-hour checkout with a certified flight instructor on July 6, 2010, to rent the airplane. He was scheduled to fly solo on July 12 for night currency but canceled due to weather. On the accident day, he rented the airplane with the stipulation to return by 2030 due to lack of night currency. After an uneventful flight to CRE, he left a message stating he would return late due to convective weather.
Air traffic control communications indicate the pilot contacted CRE ground control at about 2040 to obtain IFR clearance to JQF, maintaining 2,000 feet mean sea level with an expectation of 6,000 feet 10 minutes after departure. He received taxi instructions to runway 23 and was cleared for takeoff at 2046. After takeoff, he was instructed to contact Myrtle Beach International Airport (MYR) departure control, which he did at 2049 while climbing through 500 feet. The controller confirmed radar identification at 700 feet and instructed him to proceed on course. No further communications were received.
The first waypoint on the IFR flight plan was Columbus County Municipal Airport (CPC), about 25 miles north of CRE. Radar data showed convective weather about 12 miles west of CRE, but the planned route north to CPC and then west would avoid it. After takeoff, the airplane turned left about 180 degrees and proceeded northeast along the coast. The radar track varied between north and northeast until 2053, when the airplane reached 2,300 feet and began a right descending turn. The last radar target was at 2054:12, about 5 miles northeast of CRE, at an altitude of 1,800 feet.
Six witnesses reported seeing the airplane flying low before impact. Three heard continuous engine noise, two reported the engine missing or cutting in and out, and one did not recall noise. Three witnesses saw flames before impact, while three did not.
Personnel Information
The pilot, aged 54, held a private pilot certificate with ratings for airplane single-engine land and instrument airplane. His most recent FAA third-class medical certificate was issued on March 27, 2009, at which time he reported 640 total flight hours. According to the CFI who provided the checkout, the pilot stated he had about 100 hours in Piper Arrows. The pilot's logbook, recovered fire-damaged, showed the last entry dated July 6, with a total of 690.7 hours. Previous entries were from May 27 and February 27. The logbook indicated 24.1 hours of actual instrument experience, 69 hours simulated, and 112 hours of night experience. His most recent night flight was 1.1 hours on May 27, and his most recent actual instrument experience was 0.5 hours on February 8. He completed a 1.9-hour flight review on August 19.
Aircraft Information
The four-seat, low-wing, retractable-gear airplane, serial number 28R-7918162, was manufactured in 1979 and powered by a Lycoming IO-360 200-horsepower engine. The most recent annual inspection was completed on February 18, 2010, at which time the airplane had 8,259.4 total hours. The engine had 4,814.4 total hours and 1,142.4 hours since major overhaul. The airplane flew about 84 hours after the annual inspection.
Meteorological Information
The pilot telephoned flight service at 2002 and received a standard weather briefing for an IFR flight from CRE to JQF. The briefer noted a Convective Sigmet along the entire coast of North Carolina to south of MYR, with the largest cell just west of CRE. The briefer recommended a northeast departure toward CPC or a southwest departure toward Georgetown County Airport (GGE) to remain clear. The pilot called again at 2015 to file an IFR flight plan with a northeast routing via CPC.
Reported weather at CRE at 2053 included wind from 220 degrees at 11 knots, visibility 10 miles, broken ceiling at 1,100 feet, overcast ceiling at 2,000 feet, temperature 29°C, dew point 26°C, altimeter 30.02 inches of mercury, and remarks of distant lightning west of the airport. Sunset was at 2027, and civil twilight ended at 2055.
Wreckage and Impact Information
The wreckage was located in a residence about 5 miles northeast of CRE. A debris path began at the rear of the residence with severed trees. The right wingtip and glareshield fragments were found at the base of the trees. The debris path extended about 45 feet on an approximate 225-degree magnetic heading to the residence. The airplane came to rest upright on a heading of about 225 degrees magnetic. A postcrash fire consumed most of the wreckage.
The left wing was separated about mid-span and partially consumed by fire. The left flap and aileron remained attached. The left main landing gear had separated. Control cables exhibited broomstraw separation. The right wing near the front of the residence did not sustain fire damage but had impact damage. The right flap and aileron had separated. The right main gear remained retracted. The vertical stabilizer was near the right wing with the rudder attached. The horizontal stabilator inboard sections remained attached, while outboard portions were destroyed. The stabilator jackscrew measured 5 threads, indicating a neutral setting.
The cockpit was consumed by fire. Rudder, stabilator, and stabilator trim control continuity were confirmed from the cockpit to the mid cabin. The flap handle was found at the 10-degree extended position. The fuel selector was near the left main tank setting. Three identifiable instruments were recovered: the autopilot coupler set to NAV, the suction gauge at 0, and the tachometer at approximately 2,000 rpm. The nose landing gear had separated. One gyro was recovered but not identified as directional gyro or attitude indicator; light rotational scoring was noted on the housing. No soot-pattern striations were observed.
The engine was near the right wing. One propeller blade was separated with s-bending and chordwise scratching; the other blade remained attached with chordwise scratching and tip curling. The engine sustained impact and fire damage precluding hand rotation of the crankshaft. A borescope examination of the cylinders and underside of the engine case revealed no evidence of catastrophic failure or lack of oil lubrication. Top spark plugs were light gray. Both magnetos produced spark. The oil filter showed no metallic contamination. The vacuum pump drive coupling was consumed by fire, but the rotor and vanes were intact with rotational scoring on the rotor base.
Medical and Pathological Information
An autopsy of the pilot by the Horry County Coroner on July 15, 2010, listed the cause of death as multiple trauma sustained in the airplane crash. Toxicological testing by the FAA Bioaeronautical Science Research Laboratory detected ethanol, methanol, and n-propanol; however, putrefaction was noted, and the report stated that the ethanol was most likely from sources other than ingestion.