History of Flight
On December 2, 2012, at 1816 eastern standard time, a Piper PA-46-350P, registration N92315, was destroyed when it collided with terrain while executing the RNAV (GPS) RWY 36 instrument approach into Greensburg Municipal Airport (I34), Greensburg, Indiana. The instrument rated private pilot and three passengers were fatally injured. The aircraft was operated under 14 CFR Part 91 as a personal flight in instrument meteorological conditions (IMC) on an IFR flight plan. The flight originated at Destin-Fort Walton Beach Airport (DTS), Destin, Florida, at 1518.
Air traffic control communications and radar data showed that after departure, the aircraft climbed to 21,000 feet mean sea level (msl). At 1748, the pilot requested a lower altitude and was cleared to 14,000 feet msl. Over the next several minutes, the pilot requested the RNAV (GPS) RWY 36 approach and was cleared direct to the PULIC intersection. At 1806, the pilot contacted Indianapolis Approach, and was instructed to cross PULIC at 3,000 feet msl and cleared for the approach. The last communication occurred at 1810. At 1820, an Alert Notice was issued after the pilot failed to cancel his IFR flight plan. The wreckage was located about 0.3 miles east-southeast of the airport.
A witness near the airport reported hearing a low-flying airplane traveling northeast to southwest. The engine sputtered briefly, then revved up, followed by a sharp bank and rapid descent, ending with impact sounds. The airport co-manager heard an airplane fly low overhead and described weather as quarter-mile visibility, light fog and drizzle, with a ceiling of 200-300 feet agl.
Personnel and Aircraft Information
The 46-year-old pilot held a private pilot certificate with instrument airplane rating and a third-class medical issued February 2012. His logbook showed 398 total flight hours, including 52 hours in the same make/model, 43.1 hours of simulated instrument time, and 29.3 hours of actual instrument time.
The Piper PA-46-350P, manufactured in 1993, was a pressurized six-seat, low-wing, retractable landing gear airplane powered by a Lycoming TIO-540-AE2A engine and a Hartzell constant-speed propeller. An annual inspection was completed on October 5, 2012, with airframe total time 1,612.0 hours and engine time since major overhaul 642.1 hours.
Meteorological Information
The published minimums for the RNAV (GPS) RWY 36 approach were a 700-foot ceiling (agl) and 1-mile visibility. The nearest weather reporting station (Columbus Municipal Airport, 18 miles northwest) reported at 1750: wind 170° at 6 knots, visibility less than 2 miles in mist, overcast ceiling 300 feet agl. A remote station near Greensburg reported at 1810: temperature and dewpoint 53°F, relative humidity 99%, wind southwest at 5 knots. No SIGMETS were in effect; an AIRMET for IFR conditions was valid only for extreme northern Indiana until an update at 1815, by which time the pilot was established on the approach.
Wreckage and Impact
The aircraft impacted an open field on a heading of 114°, coming to rest approximately 335 feet from the initial impact point in a tree-covered embankment. Both wings were separated, with substantial impact damage. The landing gear was extended and locked. The flap jackscrew indicated 10° extension. The engine fuel filter contained a trace of fuel and was not blocked; the fuel selector was positioned on the left tank. Engine examination revealed no anomalies that would have precluded normal operation.
Additional Data
Data from a handheld GPS unit showed the aircraft departed Destin at 1518 and began its descent at 1747. During the approach, the aircraft crossed PULIC at 5,322 feet msl (200 knots groundspeed), ZIGDO at 4,049 feet (171 knots), and HUMIG at 2,434 feet (138 knots). After passing HUMIG, it initiated a descending left turn and reached the RW36 waypoint (missed approach point) at 1,155 feet msl, below the minimum descent altitude of 1,560 feet. The aircraft then entered a series of turns inconsistent with the missed approach procedure, slowing to 46 knots groundspeed before a descending left turn and end of data at 1816:42.
A friend who flew the same route about 30 minutes earlier executed a missed approach and diverted due to not breaking out of clouds.
Examination of the directional gyro, attitude indicators, turn-and-bank gyro, and annunciator panel showed no rotational scoring or stretched filaments. An autopsy attributed the pilot's death to multiple blunt force traumatic injuries; toxicology was negative.