History of Flight
On July 25, 2011, at 1900 eastern daylight time, a Piper PA28-180, registration N1279T, was substantially damaged when it collided with trees and terrain while maneuvering near Berne, New York. The certificated private pilot, who owned the aircraft, was fatally injured. Visual meteorological conditions prevailed at the time, and no flight plan had been filed. The flight departed Griffiss International Airport (RME) in Rome, New York, at 1820, and was destined for South Bethlehem Airport (4B0) in Albany, New York. The flight was conducted under 14 CFR Part 91 as a personal flight.
Witnesses near the accident site reported hearing an airplane flying low to the ground as it approached. They observed the aircraft in a left-wing-low attitude just before it struck trees and disappeared from view. One witness noted that the engine sounded “really loud” and that the airplane appeared just above the trees, beneath clouds that were “right on top of the trees.”
The New York State Police dispatched a helicopter to the scene immediately after the accident. The helicopter pilot reported approaching the site at about 1,500 feet mean sea level but chose to abort the mission approximately one-quarter mile from the crash site due to weather conditions. He stated, “We were unable to access a position directly over the scene due to rising terrain and low clouds.” Before returning to base, the pilot took photographs of the clouds obscuring the trees and terrain surrounding the crash site.
Personnel Information
According to Federal Aviation Administration (FAA) records, the pilot held a private pilot certificate with a rating for airplane single-engine land. He did not possess an instrument rating. A review of his logbook showed that his last logged entry was on December 12, 2009, and he had accumulated 153 total hours of flight experience as of that date. His most recent third-class medical certificate was issued in November 2008.
Aircraft Information
According to FAA and maintenance records, the airplane was manufactured in 1972 and was registered to a corporation in October 2008. It was a four-place, low-wing, single-engine aircraft with fixed landing gear. The most recent annual inspection was completed on April 27, 2011, at a total aircraft time of 2,872.6 hours.
Meteorological Information
At 1851, weather conditions reported at Albany International Airport (ALB), located at 285 feet elevation and about 12 miles northeast of the accident site, included winds from 170 degrees at 13 knots gusting to 20 knots. There were few clouds at 1,500 feet, a scattered layer at 6,500 feet, and a broken ceiling at 9,000 feet. Visibility was 10 miles; the temperature was 21°C, the dew point 17°C, and the altimeter setting was 29.78 inches of mercury.
According to an NTSB Senior Meteorologist, the observations from ALB indicated several layers of clouds with some potential marginal visual meteorological conditions due to low scud clouds. GOES-13 satellite images showed the accident site was obscured by multiple cloud layers.
Wreckage and Impact Information
The wreckage was examined at the site, and all major components were accounted for. The wreckage path was approximately 300 feet in length and oriented 355 degrees magnetic, which was approximately opposite the intended direction of flight. The airplane collided with flat, wooded terrain near the top of a ridgeline at about 1,500 feet elevation.
The initial impact point was in small trees about 25 feet above the ground. Fragments of both wings, pieces of the left horizontal stabilizer, and the cabin roof were scattered in the trees and out into a clearing where the airplane first contacted the ground. The initial ground scar was about 150 feet beyond the initial impact point. The wreckage path continued into a tree line another 150 feet, where the main wreckage came to rest. The fuselage came to rest upright, with the engine and propeller still attached. The airplane’s roof, both wings, both main landing gear, and the left horizontal stabilator were all separated at their respective roots. The right horizontal stabilator remained attached but was bent aft. Control continuity could not be established due to multiple fractures and cable separations. Examination of the cable and bellcrank revealed fractures consistent with overload failure.
Examination of the two-bladed propeller revealed similar twisting, bending, leading-edge gouging, and chordwise scratching on both blades. The top four spark plugs were removed; the electrodes were intact, ashen in color, and showed no abnormal wear. The engine was rotated by hand at the propeller flange, and continuity was established through the powertrain, valvetrain, and accessory section. Compression was confirmed in all cylinders using the thumb method. The magnetos were removed, rotated by hand and electric drill, and spark was produced at all towers. The oil filter was opened, and no debris or contaminants were noted. The carburetor was intact and attached to the engine, but the mixture and throttle positions could not be determined due to impact damage. The throttle lever was actuated at the carburetor, and fuel flowed from the venturi. The carburetor was removed and disassembled; fuel was present in the bowl with no debris or contaminants. No internal impact-related damage or mechanical anomaly was found. The vacuum pump was removed, rotated by hand, and produced negative and positive pressures at the intake and output ports, respectively.
Medical and Pathological Information
The Saint Peter's Bender Laboratory, Department of Pathology, Albany, New York, performed an autopsy on the pilot. The autopsy revealed “fatal head injuries and several other injuries…Autopsy revealed no pre-existing conditions which would have contributed to the crash or the death.”
The FAA Bioaeronautical Sciences Research Laboratory, Oklahoma City, Oklahoma, performed forensic toxicology on specimens from the pilot. No carbon monoxide, cyanide, ethanol, or drugs were detected.
Tests and Research
A hand-held GPS device recovered from the wreckage was forwarded to the NTSB Recorders Laboratory in Washington, DC. Examination of the unit and a conversation with the manufacturer revealed that the device did not record tracklog data, and no useful information could be recovered from it.
Additional Information
According to Lockheed Martin Quality Assurance, the pilot did not obtain a weather briefing, file a flight plan, or request any other preflight services. A search of online flight service vendors indicated that the pilot did not request services from them.