History of Flight
On August 8, 2011, at approximately 0455 eastern daylight time, a Piper PA-23 airplane, registered as N2286P, collided with trees and terrain while maneuvering to land at Holmes County Airport (10G) in Millersburg, Ohio. The commercial pilot and two passengers received fatal injuries. The airplane was operated by the pilot under 14 CFR Part 91 as a personal flight. Visual meteorological conditions prevailed, and no flight plan was filed. The flight originated from Sullivan County Airport (SIV) in Sullivan, Indiana, at about 0135.
The intended route was from SIV to Jefferson County Airpark (2G2) in Steubenville, Ohio. The purpose was to transport a passenger to be with a family member undergoing a medical procedure.
At 0138, the pilot contacted Indianapolis ARTCC requesting VFR flight following. At 0145, the pilot reported being in a layer of clouds and climbed to 7,500 feet, then subsequently descended to 5,500 feet. The airplane continued toward 2G2.
At 0325, the pilot was instructed to contact Cleveland ARTCC. At 0341, the pilot was advised to contact Pittsburgh approach control. The pilot was cleared through Class B airspace and instructed to maintain VFR. At 0351, the pilot stated he could not find the airport. The controller informed him he was over the airport, but the pilot could not see it due to conditions. The pilot opted to fly toward Columbus, Ohio, then later decided to proceed to Carrollton County Airport (TSO). At 0404, the controller advised of a NOTAM that runway lights at TSO were out of service. The pilot subsequently changed his destination to Holmes County Airport (10G).
At 0438, the pilot informed the controller of the change. The controller provided vectors and information about pilot-controlled lighting. At 0453, the pilot reported the runway in sight, and radar service was terminated.
Several witnesses reported seeing and hearing the airplane between 0430 and 0445. One witness, a pilot living adjacent to the airport, heard the airplane make three passes over the airport from different directions beginning around 0430. He turned on the runway lights and called on UNICOM but received no reply. He noted fog in the area. Another witness reported the airplane low and heading south, with engines sounding normal.
The wreckage was located by a State Highway Patrol helicopter on August 9, 2011, at approximately 1130.
Personnel Information
The pilot held a commercial pilot certificate with single-engine land, multi-engine land, and instrument ratings, issued March 26, 2011. A third-class medical certificate was issued August 10, 2009, with no restrictions. The pilot's logbook indicated approximately 412 hours of total flight time, including 74 hours of multi-engine time (73 in the accident airplane) and 11.1 hours of actual instrument time (8.5 in the accident airplane). The pilot had 71.7 hours of simulated instrument time.
FAA records show the pilot's certification history: private pilot certificate issued October 7, 1986; failed instrument rating practical test on May 20, 2010 (areas: ATC clearances and instrument approach procedures); passed instrument test on May 23, 2010; failed multi-engine practical test on May 26, 2011 (areas: takeoffs, landings, and go-arounds); re-tested and passed the same day.
Aircraft Information
The accident airplane was a Piper PA-23, serial number 23-897, a four-place, low-wing, twin-engine aircraft with retractable landing gear. It was purchased by the pilot on September 20, 2010, and issued a standard airworthiness certificate on January 30, 1957. It was equipped with two Lycoming O-320-A3B engines.
The last annual inspection was conducted July 28, 2011, with total airframe time 5,720.84 hours. Left engine time since major overhaul was 450.73 hours; right engine time since major overhaul was 540.84 hours. Total times at accident could not be determined due to postimpact damage. The pilot's logbook showed 11 hours flown since the last annual inspection, excluding the accident flight.
Fuel receipts found at the accident site: one dated July 30, 2011, for 90.8 gallons of 100LL aviation fuel; another dated August 8, 2011, at 0010, for 45.2 gallons. The total fuel at takeoff could not be determined.
Meteorological Information
The pilot received a weather briefing from Princeton Contract Flight Service Station on August 7, 2011, at 1639, requesting a standard briefing for a VFR flight from SIV to 2G2 departing at 0230. The briefer noted heavier cloud cover due to a low pressure system and provided terminal forecasts for Wheeling, West Virginia, with decreasing visibility and ceilings.
Witnesses reported fog in the area at the time of the accident.
Weather observations at nearby airports: At Akron Canton (CAK), conditions at 0351 included wind 270° at 8 knots, visibility 2.5 miles with mist, overcast ceiling 400 feet. At Wayne County (BJJ), conditions at 0456 included calm wind, visibility 4 miles with mist, scattered clouds at 300 feet.
Airport Information
Holmes County Airport (10G) is located on a ridge surrounded by hills and valleys. The terrain south of the airport is heavily wooded and slopes down into a valley, with few ground references at night. The UNICOM frequency was 123.0. The airport had pilot-controlled medium intensity runway edge lights on frequency 123.4, which were verified operational after the accident. The rotating beacon was out of service.
Wreckage and Impact Information
The accident site was in a heavily wooded area about 1/4-mile southeast of the approach end of runway 27 at 10G, on upsloping terrain with a slope of 20-30 degrees. Trees varied from 75 to 100 feet in height. A path of broken trees along a magnetic heading of 280 degrees led to the main wreckage. Impact damage indicated the airplane contacted the terrain in a nose-down attitude and then flipped inverted.
The forward fuselage, cockpit, and instrument panel were destroyed by impact and postimpact fire. The empennage was partially separated. Flight control continuity was established from control surfaces to cockpit, with breaks showing overload signatures. The landing gear was down and locked; flaps were in the up position.
Both engines sustained impact and fire damage. Inspection revealed no preimpact anomalies; magnetos produced spark, and thumb compression was obtained on all cylinders. Propeller blades exhibited bending and twisting consistent with impact.
Medical and Pathological Information
An autopsy was performed on the pilot at the Stark County Coroner’s Office on August 11, 2011. The death was attributed to injuries sustained in the accident. Toxicology testing detected acetaminophen in urine and dextrorphan in urine and blood.