History of Flight
On May 13, 2011, at 1805 eastern daylight time, a Piper PA-22-150, registered N7603D, was substantially damaged following an uncontrolled descent and collision with terrain near Benezette, Pennsylvania. The certificated airline transport pilot, who owned the aircraft, was fatally injured. Visual meteorological conditions prevailed, and no flight plan was filed for the personal flight conducted under 14 CFR Part 91. The pilot departed Burke Lakefront Airport (BKL), Cleveland, Ohio, around 1430, intending to reach Skylark Airpark (7B6) in Warehouse Point, Connecticut. An intermediate fuel stop could not be determined.
Witnesses reported the airplane was in level cruise flight at a high altitude with a smooth, continuous engine sound. The wings then rocked, and the airplane entered an uncontrolled descent. It spun for an extended period, with the engine surging during the descent. The airplane briefly leveled, the engine smoothed, and it began to climb. Soon after, the wings rocked again, the airplane departed controlled flight, descended behind trees and terrain, and impact sounds were heard.
Radar data showed the airplane at 5,700 feet msl at 1802:45, then at 4,900 feet msl at 1802:57, and a final target at 1803:09 with no altitude encoding.
Personnel Information
The pilot, aged 50, held an airline transport pilot certificate for multiengine land, single-engine land, single-engine sea, and rotorcraft-helicopter, as well as a commercial glider certificate and flight instructor certificates for various categories. His most recent first-class medical certificate, issued March 24, 2011, required corrective lenses and glasses for near and interim vision. He reported 6,650 total flight hours. His professional history included service as a military pilot, FAA operations inspector, and demonstration pilot.
Aircraft Information
The aircraft, a four-seat, high-wing, fixed conventional gear airplane, received its airworthiness certificate in 1957. It was equipped with a Lycoming O-320 series 180-horsepower engine under a Supplemental Type Certificate. Numerous modifications were made via FAA Form 337s and existing STCs. The most recent annual inspection was completed November 26, 2010, at 2,679 total aircraft hours; at the accident, it had about 2,724.6 hours. The pilot/owner and a certified mechanic completed a complete restoration with modern upgrades.
Meteorological Information
At 1805, weather at Saint Mary’s Municipal Airport (OYM), about 7 miles west, included winds from 180 degrees at 7 knots gusting to 16 knots, visibility 10 miles, clear skies below 12,000 feet, temperature 23°C, dew point 15°C, altimeter 29.76 inches Hg. Remarks noted an automated observation system, lightning distant west through north, and density altitude 3,600 feet.
Wreckage and Impact Information
The airplane was examined at the scene on May 14, 2011. All major components were accounted for. The wreckage came to rest at the bottom of a steep hill at the edge of trees, with broken tree limbs above. Damage was consistent with a vertical descent. The right wing tip rested around a tree with damage to the tree face and lower branches.
Control continuity was verified from ailerons to control wheel; all fractured cables exhibited overload failures. Flaps were retracted. Both fuel caps were dislodged. Leading edges of both wings were crushed aft; fuel tanks were compromised. The left wing strut was deformed. Traces of fuel were found in the left wing, with fuel staining underneath. The right wing was attached, with the outboard section partially separated. Fuel was present in the right tank with staining.
The forward fuselage was buried about 18 inches, impact damaged aft. The engine was displaced aft into the instrument panel. The empennage was compressed and twisted left. The left horizontal stabilizer was deformed; the right stabilizer and elevator were undamaged. The vertical stabilizer base was damaged; a branch was lodged between the vertical stabilizer and rudder. Rudder and elevator control continuity was established. The main landing gear was bent upward and aft; tail wheel was undamaged. The throttle control was separated; mixture control was full forward. The left control yoke was impact damaged. Emergency personnel cut the left seat lap belt, but it remained latched; the shoulder harness was cut but not latched.
The engine was partially buried on its left side. Induction and exhaust piping were crushed. The carburetor was fractured. The engine was examined: hand rotation produced compression and suction from all cylinders; continuity was confirmed. Cylinders borescoped with no anomalies. The carburetor contained a few drops of water in the bowl and mixture control well; the bowl gasket lacked fuel staining. Throttle and mixture controls were attached. The fuel inlet screen had no contaminants; brass floats exhibited hydraulic crushing. Both magnetos produced spark; spark plugs had normal wear except one fractured and one oily. The vacuum pump could not be rotated; its rotor was fractured but vanes intact. Oil suction screen and filter had no debris. A small amount of oil was in the sump, which was fractured.
No pre-impact anomalies were found in the airframe or powerplant.
Medical and Pathological Information
An autopsy attributed the pilot’s death to multiple blunt force injuries. Toxicological testing detected glipizide in the liver and blood. Other medications found in the cabin included Celecoxib, Hydrochlorothiazide, Metformin, Actos, aspirin, and Zocor, all prescribed and FAA-approved. The pilot had reported sensory loss in his feet and toes in May 2010. On his March 2011 medical application, he reported type 2 diabetes treated with medication. Medical records showed controlled diabetes, high cholesterol, and hypertension; special issuance medical certificates were granted annually or semi-annually since 2002, with glucose control reported as excellent when on medication. The pilot’s wife expressed concern about his health management and noted neuropathy in his feet. She stated he usually kept food in his flight bag but was unsure if he ate properly before the flight.
Additional Information
Electronic instrument data recovered from the cockpit showed no engine anomalies prior to the end of recorded data. The final 10 minutes of flight depicted cruise between 5,000 and 5,700 feet msl. The last 22 seconds showed a descent from about 5,700 to 3,700 feet msl and an airspeed increase from 81 to 215 knots.