Accident Details
On December 26, 2013, about 0530 eastern standard time, a Piper PA-30, registration N8372Y, was destroyed following an inflight breakup and impact with terrain near Biglerville, Pennsylvania. Night visual meteorological conditions prevailed, and no flight plan was filed. The certificated private pilot and a passenger sustained fatal injuries. The personal flight was conducted under 14 CFR Part 91. The flight originated from Bloomsburg Municipal Airport (N13), Bloomsburg, Pennsylvania, around 0445, with an intended destination of Summerville Airport (DYB), Summerville, South Carolina.
Witnesses reported the airplane flying low with loud engine noise. One witness heard an engine miss, then rev up, followed by the sound of impact. Another witness heard an engine spike.
Radar tracking data from FAA Harrisburg Approach Control showed the airplane at 10,000 feet mean sea level (msl) on a southwesterly heading. Around 0525, it descended to 7,400 feet msl. At 0527, it entered a left turn and descended. Radar data indicated a 2,000-foot-per-minute descent and a 7.5-degree-per-second turn rate. The last radar target, near the accident location, showed the airplane at 2,700 feet msl with a ground speed of 179 knots.
Aircraft and Pilot Information
The pilot held a private pilot certificate with ratings for airplane single-engine land and multiengine land, and a third-class medical certificate issued October 31, 2013, requiring corrective lenses. His logbook listed 196.1 total flight hours, including 12.3 hours at night, 1.2 hours in actual instrument conditions, and 3.8 hours in simulated instrument conditions. He had flown 4.5 hours in the preceding 12 months, with 4 hours between December 20 and December 25, 2013.
The aircraft, a Piper PA-30, was issued an airworthiness certificate in 1967 and registered to the pilot on June 18, 2012. It was powered by two Lycoming IO-320-series 160-horsepower engines, each equipped with a two-bladed Hartzell controllable-pitch propeller. Maintenance logbooks were not located, but a receipt indicated an annual inspection dated November 18, 2014.
Weather Conditions
Weather observations from Fountain Dale (RYT), about 15 miles southwest of the accident site, showed rapidly changing conditions with a band of snow. At 0453, wind was from 220 degrees at 3 knots, visibility 10 miles, overcast ceiling at 7,000 feet agl, temperature -4°C, dew point -8°C. At 0553, wind was calm, visibility 10 miles, overcast at 3,200 feet agl. At 0608, wind calm, visibility 3 miles in light snow, broken ceiling at 2,800 feet, overcast at 7,000 feet; snow began at 0556.
The pilot requested weather and NOTAMs for Williamsport Regional Airport and Farmville Regional Airport but did not file a flight plan or receive any other services.
Wreckage Examination
The airplane came to rest inverted on a 180-degree heading. The debris path began about 2,350 feet prior to the main wreckage. The left and right engines were separated and embedded in the field; fuel and oil were present. One propeller blade was found 400 feet away; its hub 500 feet away; the other propeller was 50 feet aft with both blades attached. The outboard 6 feet of both wings were separated. The cockpit exhibited extensive crush damage and was separated from the fuselage. Engine controls (throttle and propeller levers) were in the midrange position. Flight control continuity was confirmed through tensile overload breaks. The attitude indicator and turn coordinator showed rotational scoring consistent with operation at impact. Fuel selector valves contained fluid that tested positive for water.
Post-Accident Testing
Both engines were examined and showed no mechanical malfunctions or abnormalities that would have precluded normal operation.
Electronic devices found included a Garmin GPSMAP 696, an iPhone, a Motorola Droid X, and an iPad. Data from the Garmin GPSMAP 696 covered the flight from 0439 to 0528. The last data points indicated the airplane was on a direct course to DYB, then made a slight right turn, followed by a left 90-degree turn, a right 90-degree turn, and finally a left bank and descent. The last recorded ground speed was 141 knots. Data could not be extracted from the damaged iPhone or Droid X.
An autopsy determined the pilot's cause of death as multiple injuries. Toxicology testing detected no ethanol or drugs.