History of Flight
On December 3, 2011, about 2010 eastern standard time, a Piper PA-32-260, registration N33315, operated by Great Lakes Air (GLA), collided with trees and terrain in St. Ignace, Michigan. The commercial-rated pilot and a private-rated pilot passenger were fatally injured. The airplane sustained substantial damage from impact forces. The flight was operated under 14 CFR Part 135 as a non-scheduled domestic passenger flight. Instrument meteorological conditions prevailed, and no flight plan was filed. The airplane departed from Mackinac County Airport (83D) around 1950, with an intended destination of Mackinac Island Airport (MCD).
The passenger contacted another GLA pilot the night before, stating he needed transportation to Mackinac Island and a meeting in Gaylord the next day. That pilot instructed the passenger to call the airport. Around noon on the accident day, the other pilot noted no flights were scheduled due to poor weather and that the accident pilot seemed relieved. He left a message for the passenger saying weather should improve. Around 1800, the accident pilot reported improving weather and could see the bluff on the island. The other pilot checked the AWOS (overcast at 800 feet) and advised, “don’t do anything dumb.” He then left a message that weather looked alright. The GLA office manager heard the airplane depart west around 2000, sounding “normal.” The GLA President arrived around 2030, found the door open, airplane gone, and pilot’s car present. He saw a 2015 flight to the island scheduled and thought the pilot diverted to Pellston. Family concern led to a search involving local pilots, citizens, Coast Guard, sheriff, state police, border patrol, and tribal police. A search airplane detected an ELT signal, and a Coast Guard helicopter located the wreckage on December 4 at about 1210. A nearby witness heard an engine sound “getting lower and lower” followed by a crash around 1945.
Personnel Information
The pilot held a commercial certificate with single-engine, multi-engine, and instrument ratings (issued July 2, 2007), and a flight instructor certificate (issued September 19, 2011). A first-class medical was issued February 5, 2011. His logbook showed about 2,197 hours total, 317 in type, 95 actual instrument, 99 simulated instrument, and 200 night hours. He flew 13 hours in November 2011. He received a Part 135 proficiency check on February 19, 2011, with remarks “Initial Check This Operator ASEL Type VFR Only.” He was employed by GLA in February 2011, with 506.9 hours for the company. He had accepted a job flying DC-9s and was to start training December 12, 2011.
The passenger held a private pilot certificate with single-engine land rating (September 22, 2010), and a second-class medical with corrective lenses requirement, reporting 160 hours total. He was working on his instrument rating and frequently flew a flying club airplane from MCD.
Aircraft Information
The airplane was a Piper PA-32-260, serial number 32-7500017, a six-place, low-wing, single-engine aircraft with tricycle landing gear. It was purchased by GLA in February 1997. The last annual inspection was October 21, 2011, at tachometer 2,665.2 hours; total airframe time was 11,327 hours. The engine had been altered from an O-540-B1A5 to an O-540-E4B5 on February 22, 2010. The last annual inspection on the engine showed 4,551.9 hours total and 749.8 hours since overhaul. The airplane was fueled with 37.8 gallons on December 1 and flown about 1 hour. Avionics included two NAV/COM radios, ADF, DME, and GPS. NAVs were set on 111.xx and 111.80 (Pellston VOR frequency). COMs set on 118.27 and 112.62. The common traffic advisory frequency for 83D and MCD was 122.7, and the AWOS at MCD was 118.275. The GPS was on.
Meteorological Information
AWOS at MCD (about 6 miles southeast) recorded at 1953: wind 140° at 3 knots, visibility 5 miles mist, broken 300 ft, overcast 700 ft, temp 5°C, dew point 4°C, altimeter 30.02 inHg. At 1959: calm, 7 miles, broken 300 ft, overcast 700 ft. At 2013: wind 170° at 3 knots, 7 miles, scattered 300 ft, overcast 900 ft. At 2033: wind 170° at 4 knots, 5 miles mist, scattered 300 ft, broken 1,100 ft, overcast 2,400 ft. 14 CFR 135.205(a) prohibits VFR operation in uncontrolled airspace with ceiling less than 1,000 ft unless visibility at least 2 miles. A GLA pilot stated they generally require ceiling of at least 1,500 ft for night flights to the island. The GLA President arrived at MCD around 2030, saw ceilings about 300 ft with fog rolling in. The accident airplane was strictly VFR.
Airport and Wreckage Information
Runway 25 at 83D is about 0.2 mile from Lake Huron; distance between 83D and MCD is about 5 miles over water. Both airports have pilot-controlled lighting. MCD has GPS approach to runway 26 and circling VOR/DME approach; 83D has RNAV/GPS approaches. The accident site was about 1.2 miles south of a well-lit casino/hotel complex. A GLA pilot noted the casino is easier to see at night, and the pilot might have been following the lakeshore.
There were no known communications with ATC. NTAP data from Minneapolis Center showed four unidentified radar targets near MCD between 1958:35 and 1959:11, indicating the airplane turned back north.
The wreckage was about 1.6 miles north of 83D. The wreckage path was about 250 feet long on a magnetic heading of 208°. The area had a clearing surrounded by wooded terrain. First impact was with an 8-foot tree. Ground impact 25 feet further. About 50 feet from that, tree breaks up to 20 feet high. Right wing pieces 175 feet from initial impact; left wing sections 230 feet. Main wreckage (fuselage, empennage, cockpit) on western edge, cockpit embedded against trees. Fuel odor present. Flight control continuity established; cables separated from overload. Propeller and mixture controls full forward; throttle retarded about 1 inch aft. Fuel selector position undetermined due to damage. Engine examination showed impact damage; oil sump fractured; vacuum pump attached and normal; carburetor fractured; engine driven fuel pump fractured; no fuel in bowl. Propeller rotated by hand with continuity; thumb compression on all cylinders. Left magneto separated; both magnetos produced spark. Propeller blades: one curved aft and twisted, the other bent 80° aft with tip separated.
Medical and Pathological Information
Autopsies attributed deaths to injuries from the accident. Toxicology testing for both pilot and passenger was negative for all substances in the screening profile.