History of Flight
On January 13, 2013, about 1845 eastern standard time, a Piper PA-28R-200, N4975S, operated by a private individual, was substantially damaged during a forced landing following a total loss of engine power while on approach to Dover Air Force Base (DOV), Dover, Delaware. The private pilot was fatally injured. Night instrument meteorological conditions prevailed and an instrument flight rules flight plan was filed for the planned flight to Summit Airport (EVY), Middletown, Delaware. The personal flight originated from Kaolin Field (OKZ), Sandersville, Georgia, about 1330.
The pilot's flight plan indicated an estimated time en route of 3 hours 45 minutes, with 5 hours 30 minutes of fuel onboard. The pilot filed for a cruising altitude of 5,000 feet mean sea level and listed an alternate airport of Baltimore/Washington International Airport (BWI), Baltimore, Maryland. Fueling records showed the pilot completely fueled the airplane before departure. According to information from the U.S. Air Force, FAA, and a handheld GPS, the airplane was in radio and radar contact with Dover Approach at 1647 while descending for a GPS approach to EVY.
The controller advised the pilot that a previous airplane had to fly a missed approach at EVY due to weather. At 1649, the pilot inquired about weather at Salisbury Regional Airport (SBY) and then requested to try an approach there. The controller cleared the flight direct to SBY, and the airplane reversed direction about 15 miles south of EVY at 1650.
The pilot attempted two GPS approaches to runway 14 at SBY and performed missed approaches both times. During the first approach, the pilot discontinued at a GPS altitude of 581 feet, about 1.7 miles from the runway. During the second, the airplane descended to 928 feet GPS altitude, then veered right and descended to 529 feet before another missed approach. The pilot then advised that his GPS was not working right and he would try again. The wind was calm, and runway 32 at SBY had an ILS approach, but the pilot did not request it. After the second missed approach, the pilot requested to divert to Sussex County Airport (GED), Georgetown, Delaware at 1753. The controller reported the last recorded ceiling at GED was 700 feet overcast. At 1801, the pilot was cleared for the GPS runway 22 approach to GED, and the controller advised the updated weather had an overcast ceiling of 300 feet. The pilot flew the approach to a GPS altitude of 250 feet and at 1826 reported a missed approach, requested the same approach again, and advised he was running low on fuel.
The controller asked if he needed an alternate, and the pilot asked if there was anything easier. The controller suggested Delaware Airpark (33N), with weather from DOV: visibility 10 miles and ceiling 500 feet overcast. At 1830, while being vectored for an approach at 33N, the pilot asked if he could land at DOV. The controller replied negatively unless it was an emergency. At 1835, the pilot was cleared for the VOR RWY 27 approach at 33N. At 1841, he declared an emergency and reported being out of fuel. The controller provided vectors for the ILS runway 19 approach at DOV, but the airplane was about 7 miles north of DOV and had to reverse course. After turning, the airplane flew toward DOV between the final approach courses for runways 14 and 19. At 1843, the controller advised DOV at 12 o'clock and 6 miles, which the pilot acknowledged. At 1844, the controller said the airplane was heading in the right direction and could expect to land on runway 14. The pilot replied he was "on to tower right now," and no further communications were received. A GPS target at 1845:33 showed the airplane at 500 feet on an approximate 3-mile final for runway 14.
Personnel Information
The pilot held a private pilot certificate with ratings for airplane single-engine land and instrument airplane, received on June 9, 2010. His most recent FAA third-class medical certificate was issued July 28, 2011. Pilot logbook review indicated approximately 598 total flight hours, with about 77 hours actual instrument and 35 hours simulated instrument experience. He flew about 31 hours in the 90-day period and 15 hours in the 30-day period preceding the accident, including 2.2 and 0.8 hours in actual instrument meteorological conditions, respectively. He flew four instrument approaches in the 90-day period and one in the 30-day period. The pilot was a surgeon scheduled to perform surgery the morning after the accident.
Aircraft Information
The four-seat, low-wing, retractable tricycle-gear airplane, serial number 28R-35693, was manufactured in 1970. It was powered by a Lycoming IO-360, 200-horsepower engine, equipped with a McCauley constant-speed propeller. The most recent annual inspection was completed June 2, 2012, at 5,613 total hours. The engine had accumulated approximately 953 hours since major overhaul. The airplane was IFR equipped with a Garmin 430 GPS (WAAS enabled), an STEC 30 autopilot that flew lateral but not vertical portions of GPS approaches, and a handheld Garmin Area 796 GPS.
Meteorological Information
The pilot obtained weather and filed a flight plan about 1016. Weather forecasts included New Castle Airport (ILG) with visibility 2 miles in mist and overcast ceiling 400 feet from 1300-1600, improving to 6 miles and broken 1,200 feet from 1600-1900. BWI forecast from 1100-1700 included visibility 2 miles in light drizzle and mist, broken ceiling 300 feet, improving to >6 miles and broken 3,000 feet from 1700-2200.
Recorded weather at SBY at 1629: wind 150° at 8 knots, visibility 8 miles, overcast ceiling 400 feet, temperature 13°C, dew point 11°C, altimeter 30.06 inHg. At 1654: visibility 7 miles, overcast 400 feet.
At BWI at 1654: visibility 1/2 mile in light drizzle and fog, overcast ceiling 200 feet.
At GED at 1654: wind 190° at 7 knots, visibility 10 miles, overcast ceiling 700 feet, temperature 13°C, dew point 11°C, altimeter 30.07 inHg. At 1751: visibility 6 miles in mist, overcast 300 feet.
At DOV at 1842: wind 330° at 3 knots, visibility 4 miles in mist, overcast ceiling 400 feet, temperature 8°C, dew point 8°C, altimeter 30.04 inHg.
Aerodrome Information
The GPS approach to runway 14 at SBY had a decision altitude of 355 feet msl; the ILS approach to runway 32 had a decision height of 253 feet msl (200 feet agl). The GPS approach to runway 22 at GED (LPV) had a decision altitude of 360 feet msl (310 feet agl); GED had no ILS. The VOR RWY 27 approach at 33N had a minimum descent altitude of 520 feet msl (477 feet agl) and the procedure was noted as "NA at night." Both DOV and BWI were equipped with ILS approaches.
Wreckage and Impact Information
FAA inspector examination revealed the airplane impacted several trees and came to rest inverted in a wooded area about 2 miles from DOV. A debris path approximately 150 feet long extended on a course of about 190° magnetic, from the first tree branch separation to the main wreckage. The right wingtip and right flap were at the beginning; the right wing and a section of vertical stabilator were about 100 feet along; the remainder of the fuselage and engine were at the end. The wings and fuselage were substantially damaged with multiple tree strikes, and no postcrash fire occurred. Both main fuel tanks were compromised; no fuel was observed in the right tank, and about 1/2 gallon in the left tank. No preimpact mechanical malfunctions were observed with the airframe or engine.
Medical and Pathological Information
An autopsy was performed on January 14, 2013. Toxicological testing revealed acetaminophen detected in urine, dihydrocodeine detected in urine but not in blood, hydrocodone detected in urine but not in blood, hydromorphone detected in urine but not in blood, and naproxen detected in urine.
Tests and Research
A handheld GPS receiver was recovered and data were downloaded at the NTSB Vehicle Recorders Laboratory. Review of the pilot operator handbook indicated the airplane held 48 gallons of usable fuel (2 gallons unusable) and burned 9.16 gallons per hour at 65% power, which would consume 48.09 gallons over 5 hours 15 minutes, not including fuel for takeoff and climbs.