History of Flight
On November 21, 2010, at an undetermined time, a Piper PA-24-260 Comanche, N8675P, impacted terrain near Norfolk, Nebraska. The pilot and passenger sustained fatal injuries, and the airplane was substantially damaged. The airplane was registered to and operated by Four Wins LLC., Omaha, Nebraska. No flight plan was filed for the night cross-country flight, which reportedly originated from Chamberlain Municipal Airport (9V9), Chamberlain, South Dakota, around 1700, and was destined for Millard Airport (MLE), Omaha, Nebraska. The airplane was reported overdue, and an ALNOT (alert notification) was issued. A search was conducted, and the wreckage was located about 1600 on November 22, 2010, in an open field. There were no reported witnesses to the accident; however, an individual located a few miles from the accident site reported seeing an airplane "flying really low" at night between 1830 and 1930, with misty and cold weather.
Personnel Information
The pilot held a private pilot certificate for airplane, single-engine land. There was no record of an instrument rating. He was issued a third-class FAA medical on August 11, 2010. A review of the pilot's logbook indicated approximately 780 total flight hours, with about 90 hours in the accident airplane.
Aircraft Information
The airplane was a 1965 model Piper PA-24-260 Comanche, a single-engine, low-wing airplane with retractable tricycle landing gear. It was powered by a Lycoming IO-540 reciprocating engine rated at 260 horsepower, driving a McCauley 2-blade constant-speed propeller. The last annual inspection was completed on May 6, 2010, with an airframe total time of about 6,223 hours. At that time, the engine had accumulated approximately 1,503.3 hours since overhaul. On October 7, 2010, the vacuum pump was replaced at a tachometer time of 3230.5 hours.
Meteorological Information
The automated weather station at Norfolk Regional Airport (KOFK), about 12.5 miles southwest of the accident site, reported at 1856: winds from 360 degrees at 7 knots, temperature 28°F, dew point 25°F, visibility 10 miles, overcast ceiling at 900 feet (variable 800-1300 feet), altimeter 29.86 inHg. At 1956, winds were from 330 degrees at 5 knots, temperature 28°F, dew point 25°F, visibility 10 miles, overcast ceiling at 700 feet, altimeter 29.87 inHg.
Communications
The pilot was not in contact with an Air Traffic Control facility, and no emergency or distress calls were reported.
Wreckage and Impact Information
An on-site examination was conducted by the NTSB, FAA, and a Piper representative. The airplane came to rest on its belly in an open, rolling field. The initial impact point appeared to be a tree in a tree line bordering the field. Impact marks on the tree were nearly parallel to the ground, consistent with a level attitude at impact. From the tree line to the main wreckage, the wreckage path continued on a 140-degree heading for approximately 800 feet. Initial ground impact contained several cuts consistent with propeller strikes. Near this point was a 4-foot outboard section of the right wing and the right aileron. Numerous pieces of the airplane and personal effects were scattered. The main wreckage consisted of the fuselage, both wings, engine, and empennage. The fuselage was nearly separated into two sections just aft of the cabin; the front section at the instrument panel was twisted about 180 degrees. All instruments and engine gauges had impact damage. The altimeter was set to 29.81 inHg; the flight hour meter read 3,507.9 hours. The landing gear switch was in the up (retracted) position, and the fuel selector was on the right main tank. No post-impact fire occurred. The right wing was nearly separated at the root; fuel was visible from the right auxiliary tank filler neck; the right main gear was in the well. The left wing had a slight twist outboard, with less damage; fuel was also visible from the left auxiliary tank. The left main gear was extended down. Flight control cable continuity was confirmed for elevator and ailerons. Flap actuators were up; elevator trim was neutral. The 2-blade propeller remained attached; one blade was bent 90 degrees near mid-span toward the non-cambered side; the other blade had a similar bend and was twisted inside the hub.
Medical and Pathological Information
An autopsy conducted on November 24, 2010, determined the pilot's cause of death as "blunt trauma ... with multiple injuries." Toxicological testing by the FAA was negative for carbon monoxide, cyanide, and ethanol; Ibuprofen was detected in urine.
Test and Research
The wreckage was retrieved to a salvage yard, where the NTSB and a Lycoming representative examined the engine. Continuity was established from the propeller flange to the rear gear drive. The engine rotated without hesitation or binding; borescope inspection of cylinders revealed no abnormalities. Both magnetos rotated freely and produced spark at each terminal. Top spark plugs exhibited normal to worn-out normal operation per the Champion check-a-plug chart. The vacuum pump remained attached, and its drive shaft rotated freely with vane movement audible. Examination of the engine revealed no pre-impact mechanical anomalies.