History of Flight
On July 8, 2012, at about 1358 central daylight time, a Piper PA-32R-300, N4386F, was substantially damaged following an inflight breakup and impact with terrain in a heavily wooded area near New Site, Mississippi. The airplane had departed from Western Carolina Regional Airport (RHP), Andrews, North Carolina, about 1218, with an intended destination of University-Oxford Airport (OUX), Oxford, Mississippi. Day visual meteorological conditions prevailed, and an instrument flight rules (IFR) flight plan had been filed. The private pilot and two passengers were fatally injured. The personal flight was conducted under 14 Code of Federal Regulations Part 91.
An eyewitness reported observing the airplane entering a cloud, then hearing the engine "revving," followed by "a loud pop" not associated with thunder, and seeing pieces of the airplane emerging from the cloud. The witness noted "a lot of wind" from a southerly or westerly direction and was watching a "really bad thunderstorm" approach.
Personnel Information
The pilot held a private pilot certificate with ratings for airplane single-engine land and instrument airplane, receiving the instrument rating on February 27, 2009. His most recent logbook entry, dated July 6, 2012, recorded 452.2 total flight hours, 98.2 hours in the accident airplane make and model, and 62.7 hours of actual instrument experience. He received endorsements for "PIC – Complex airplane" and "PIC – High performance airplane" on August 27, 2011. His most recent flight review was completed on February 25, 2011.
Aircraft Information
The airplane was issued an airworthiness certificate on August 19, 1976, and registered to FLT Away, LLC, of which the pilot was the owner/manager, on January 10, 2012. The most recent annual inspection was on February 14, 2012, with 4,763.3 total flight hours and a tachometer time of 1,643.8 hours. The most recent maintenance was on July 6, 2012, with a tachometer time of 1,681.9 hours (4,801.4 total hours). It was equipped with a Lycoming IO-540-K1G5D engine that had 4,542.5 total time in service and 678.5 hours since major overhaul at the annual inspection. The airplane was not equipped with on-board weather radar but could receive XM WX Satellite Weather.
Meteorological Information
The 1353 weather observation at Tupelo Regional Airport (TUP), about 20 miles south of the accident location, included wind from 260 degrees at 9 knots, visibility 8 miles with thunderstorms, clear skies, temperature 32°C, dew point 22°C, and altimeter 30.03 inHg. The 1410 observation at Roscoe Turner Airport (CRX), about 20 miles north, included wind from 320 degrees at 12 knots gusting 18 knots, visibility 10 miles with thunderstorms, scattered clouds at 3,600 feet agl, overcast ceiling at 4,200 feet agl, temperature 28°C, dew point 22°C, altimeter 30.01 inHg, and lightning observed in all quadrants.
An NTSB Weather Study indicated a cold front stretching northeastward from Oklahoma across the Midwest, with warm and moist low-level environment creating moderately unstable conditions. The Storm Prediction Center issued a Convective Outlook at 1116 indicating thunderstorms were forecast for the accident site with a slight chance of severe thunderstorms north. Surface observations around the accident time indicated thunderstorms and lightning in the direction of the site. Satellite data showed cloud-top heights of about 15,000 feet over the site. Radar indicated light to very strong echoes near the site, but the airplane encountered little precipitation; lightning occurred to the west, southwest, south, and southeast. Convective SIGMET was valid for the area, advising of thunderstorms with tops to flight level 450.
XM WX Satellite Weather radar data time stamped 1315 and in 5-minute increments showed the airplane clear of precipitation with several cells along its route. A 1350 product showed the airplane clear of precipitation with cells along the route. A 1355 product showed a cell south and in the vicinity; this may have uploaded close to the breakup. Products at 1400 and 1405 showed a line of weather near the accident site with intensities from light green to magenta.
Communication
At 1326:38, the pilot contacted Memphis Air Route Traffic Control Center, reporting an altitude of 8,000 feet. Subsequent communications indicated "moderate to extreme precipitation." The pilot reported he had "weather on board" and that weather was "building up" off the left side. At 1354:06, he stated he was "flying two ten to deviate then I'll get back on course." At 1354:34, he said "eight six foxtrot I'll let you know when I'm direct so you can give fovab." No further transmissions were recorded.
Wreckage and Impact Information
The airplane was found in a wooded area with a debris path about 3,450 feet long and 1,300 feet wide. The engine remained attached and was buried about 48 inches into the ground, with the cockpit on top. The debris path was oriented on a 115-degree magnetic heading.
Examination showed separation of the outboard portions of the stabilator, left wing, and vertical stabilator, found about 1,470 feet northwest of the main wreckage. The main impact crater was approximately 14 feet long. The main cabin, cockpit, instrument panel, right wing, engine, and empennage with lower rudder were found at the main impact location.
The instrument panel was separated and void of instrumentation, located throughout the debris field. Rudder pedals and flight control T-bar were impact damaged. Control cable continuity was traced to all cable breaks; all breaks had broomstrawing consistent with overload separation. The aileron chain was impact separated from the T-bar.
The vertical fin was impact separated from the fuselage, with impact damage along the leading edge. The stabilator was separated outboard of hinge points; both tip sections were separated, with tip weights attached and secure. The primary balance weight was co-located with the respective flight control. Control cable sections exhibited tensile overload separation. The pitch trim drum showed three threads of upper shaft extension, consistent with a 1-2 degree nose-down trim setting.
The left wing was separated; flap partially attached and segmented; aileron fragmented and partially attached; aileron balance weight not recovered. An aftermarket gap seal kit was installed. Primary balance cable exhibited tensile overload. Control continuity established except for overload separations; no pre-existing airframe anomaly noted.
The right wing was impact separated and fragmented; wing root section co-located with main impact area; outboard section fractured; fuel tank breached and devoid of fuel. Aileron separated; aileron control sector located in debris field; primary and balance cables exhibited tensile overload separations.
Doors were all separated; front and rear cargo doors located at the main crash site.
The engine remained attached to mounts and firewall, buried 48 inches below ground. The 3-bladed constant speed propeller remained attached to hub; two blades exhibited torsion twisting and S-bending. Pitch angle could not be determined due to unrestricted blade pitch movement. Examination revealed no preimpact malfunction or anomaly precluding normal engine operation.
Medical and Pathological Information
The Mississippi State Medical Examiner's Office performed an autopsy on July 10, 2012, finding "blunt force injuries" and listing specific injuries; the cause of death was blunt force injuries. Toxicological testing was performed post mortem by the FAA; the specimens were severely putrefied and not suitable for analysis.
Additional Information
The airplane was fueled with 33.7 gallons on July 7, 2012, to within 1 to 1.5 inches of the top, according to a fixed base operator and the individual who refueled it.
Lockheed Martin Flight Service and DUATS records showed three IFR flight plans filed for the accident airplane, two for the accident flight: one with a departure time of 1625 UTC (1125 CDT), the other 1500 UTC (1000 CDT). The pilot did not request a weather briefing for any planned flight.