History of Flight
On November 13, 2012, about 1715 central standard time, a Piper PA-32-300, registration N717RL, was substantially damaged when it struck a house in Jackson, Mississippi. The airline transport pilot (ATP) and two pilot-rated passengers were fatally injured. Visual meteorological conditions prevailed, and no flight plan was filed for the personal flight from Hawkins Field (HKS) to John Bell Williams Airport (JVW), conducted under 14 CFR Part 91.
According to the owner of the company to which the airplane was registered, who was also a student pilot of the ATP, the ATP and he intended to fly to JVW for an FAA safety seminar scheduled to begin at 1630. The owner could not go but advised the ATP that the airplane needed to be flown because it had not been operated since Labor Day (September 3). The owner was unaware that the other two pilots were onboard.
A local FBO manager and lineman reported that the airplane was pulled from its hangar, and the main fuel tanks were topped off before the ATP and passengers arrived shortly before 1700. The ATP's preflight inspection was quicker than normal. The lineman observed a puddle about 1 foot in diameter on the tarmac below the fuel strainer after the ATP had been seen in the position to activate the fuel strainer lever. The lineman also noticed the right tire was low but could not inform the ATP before departure. The FBO manager watched the run-up and takeoff; he noted the run-up was quicker than usual, and the airplane lifted off near taxiway Bravo with the engine sounding normal.
Tower communications showed the pilot called for taxi at 1708 and chose runway 16. At 1712, a pilot requested and was cleared for takeoff, then advised to turn right on course. At 1713, the airplane was cleared to contact Jackson Departure Control. Radar data first showed the airplane at 500 feet south of the departure end of runway 16. At 1713:50, while passing through about 700 feet, a pilot contacted departure control and provided an ident; the controller gave the local altimeter setting, but the pilot did not respond. At 1714:05, the airplane reached 1,000 feet then descended to 900 feet. At 1714:15, a pilot stated, "we got an engine problem, we're turning back toward Hawkins." The controller offered assistance, and the pilot replied, "we're headed back, we'll try to make it." The controller acknowledged an emergency declaration, but no further transmissions were received. Radar showed a right descending turn, with last contact at 500 feet.
Personnel Information
The ATP, age 65, held an airline transport pilot certificate with single-engine land, multiengine land, and rotorcraft-helicopter ratings, as well as commercial privileges for single-engine sea, glider, and lighter-than-air balloon. He also held type ratings for four helicopter types and a Lear 45, and was a certificated flight instructor, ground instructor, and mechanic. His latest FAA second-class medical was dated August 14, 2012. According to his logbook, he had 17,775 total flight hours, with 2,664 in single-engine land airplanes, 2,804 in multiengine land airplanes, and 9 hours in the 30 days prior to the accident. An insurance application from March 30, 2012, showed 294 hours in make and model; logbook entries indicated an additional 28 hours after that date. He had 142 hours in the accident airplane, with the last flight on September 3, 2012.
Aircraft Information
The 1972 Piper PA-32-300 was powered by a Lycoming TIO-540-series engine. Its latest annual inspection was on March 2, 2012, at 4,385 total airframe hours and 751 hours since engine overhaul. The airplane flew an estimated 28 additional hours before the accident. According to the owner, the airplane had been parked with half-full fuel tanks. The FBO lineman stated that the ATP requested the main tanks be topped off, receiving 28.4 gallons.
Meteorological Information
At 1715, the HKS tower reported clear skies, wind from 010 degrees true at 3 knots, visibility 10 statute miles, temperature 11°C, dew point -2°C, and altimeter setting 30.33 inches Hg.
Wreckage and Impact Information
The airplane came to rest inverted in a house about 0.8 nautical miles south of the departure end of runway 16, at 32°18.93'N, 090°13.28'W. Tree damage indicated a descent angle of approximately 60 degrees on a heading of 310 degrees magnetic. Except for the left wing found in the next yard, the airplane was mostly consumed by postcrash fire. All flight controls were accounted for but fire precluded control continuity testing. The instrument panel was destroyed; a hand-held GPS was recovered but data recovery was unsuccessful. Engine power control positions and fuel tank selector position could not be determined. The Lycoming IO-540-series engine showed thermal damage. The propeller had one blade tip burned off but no torsional bending or leading edge damage. Crankshaft continuity and valve movement were confirmed; cylinder compressions were present, but dirty water (consistent with fire suppression) was ejected from spark plug holes. The fuel flow divider contained water mixed with white particulate matter.
Additional Information
Fuel System: The Cherokee Six 300 flight manual specifies standard fuel capacity of 84 gallons (useable except for about one pint per tank). Main inboard tanks hold 25 gallons each; tip tanks hold 17 gallons each. The fuel selector is below the instrument panel. The manual states fuel should be drained daily before first flight and after refueling. Each tank has a quick drain at the lower inboard rear corner; the fuel strainer and system quick drain valve are at the lowest point. Draining procedure includes draining each tank, then placing a container under the fuel sump drain outlet, and draining the strainer by pressing a lever on the right side of the cabin while cycling the selector through off, left tip, left main, right main, and right tip. Draining times are specified for full tanks.
Fuel Quality: The FBO manager reported the fuel truck was sumped daily. A sample taken from the truck within 20 minutes of the accident showed no water, debris, or anomalies; it was not retained by authorities. The fueling log showed the accident airplane received 28.4 gallons from the truck, which had fueled five other airplanes (279.1 gallons) before and one (44.9 gallons) after. No fuel quality issues were reported from other aircraft.
Drain Test: An exemplar PA-32-260 (same fuel system as PA-32-300) was used to compare the 1-foot fuel stain observed on the ramp. A 1-2 second drain produced about a 1-foot stain. For 6 seconds of draining, the quantity averaged about 130 ml; for 12 seconds, about 260 ml. Pour tests with water initially produced a 1½-foot puddle for 130 ml and a 2-foot puddle for 260 ml; after 10 minutes, puddles expanded irregularly. Exact comparison was not possible due to differences in slope and surface roughness.
Medical and Pathological Information
Autopsies at the Mississippi State Medical Examiner's Office determined cause of death for all three occupants as "inhalation of products of combustion, aircraft crash." The left front seat occupant was identified as the ATP. Toxicological testing by the FAA Forensic Toxicology Research Team found elevated carbon monoxide levels in all three occupants. The ATP had no evidence of drugs in his system.