What happened
On December 19, 2011, a Piper PA-32-260, registration N3590T, crashed near Bryan, Texas, following an in-flight breakup. The flight, which originated from Clayton County Airport in Georgia, was en route to Waco, Texas, after a scheduled fuel stop in Mississippi. The aircraft was operating under instrument flight rules (IFR) in instrument meteorological conditions (IMC).
During the flight, the pilot communicated with Houston Intercontinental Terminal Radar Approach Control (TRACON) regarding weather avoidance. The pilot reported being level at 8,000 feet and discussed maneuvering to avoid heavy precipitation. At 2142, the controller notified the pilot that the aircraft was heading into heavy weather and suggested a course correction. The pilot responded that the aircraft was in bad weather and that he would attempt to exit the area. This was the final radio transmission.
Radar data showed the aircraft began a descent at 2142. Contact was lost at 2144 while the aircraft was at 6,800 feet, descending at 840 feet per minute. An ear witness reported hearing a sound similar to an explosion around 2150. The crash resulted in 5 fatal injuries.
The investigation
Investigators examined the wreckage and found the main wreckage was nearly inverted against small trees. The aircraft's left wing, vertical stabilizer, rudder, and right wing tip fuel tank had separated from the main fuselage. An examination of the left wing spar revealed that the wing failed in positive overload.
Mechanical examinations of the engine and propeller showed no abnormalities that would have prevented normal operation. The engine was functional, and fuel in the carburetor bowl was free of water or sediment. The aircraft's weight and balance were found to be within proper limits.
A weather study revealed that the area was experiencing a highly unstable environment with the potential for thunderstorms, heavy rain showers, wind gusts exceeding 45 knots, and low-level wind shear.
Additionally, the investigation analyzed the use of the aircraft's Garmin 696 GPS unit, which displayed NEXRAD weather data. The study determined a significant time latency existed between the actual weather conditions and the data displayed in the cockpit. Specifically, the NEXRAD data shown to the pilot was approximately 8 minutes and 22 seconds behind the actual conditions.