History of Flight
On June 18, 2014, about 1635 central daylight time, a Piper PA 46-310P airplane, N2428Q, crashed in an open field ½ mile east of Lehman, Texas. The private pilot and two passengers were fatally injured. The airplane was substantially damaged. The airplane was registered to Flying Lazy T, LLC., and operated by a private individual under 14 CFR Part 91 as a personal flight. Both visual and instrument meteorological conditions existed for the flight, which operated on an instrument flight rules (IFR) flight plan. The cross-country flight originated from Aspen-Pitkin County Airport/Sardy Field (KASE), Aspen, Colorado, at 1326 mountain daylight time, and was en route to Brenham Municipal Airport (11R), Brenham, Texas.
At 1517 central daylight time, N2428Q checked in with the Albuquerque Air Route Traffic Control Center (ZAB) controller at Flight Level (FL) 270. Between 1523 and 1526, the aircraft's altitude indicated 300 to 400 feet higher than the assigned altitude of FL270 four times. At 1530, the ZAB controller issued a Fort Worth Center Weather Advisory. Five minutes later, control was transferred to another ZAB controller. At 1549, the controller issued Convective SIGMET 86C for Texas. Between 1552 and 1607, the aircraft's altitude deviated 300 to 400 feet above and below FL270 eight times, leveling after each deviation. After the second deviation, the controller queried the pilot, who reported autopilot issues. The pilot requested and was authorized to deviate east for weather avoidance but then deviated west.
A flight of two F/A-18s (call sign Cowboy 31) passed below N2428Q at FL250 and encountered moderate clear icing, requesting descent to FL190. At 1607, control transferred to another ZAB controller, and from 1608 to 1617, the aircraft deviated 400 to 1,000 feet below FL270 three times. At 1615, control was transferred to Fort Worth Air Route Traffic Control (ZFW). At 1617, the aircraft checked in at FL260 climbing to FL270, advising a turn for weather avoidance.
At 1630, the aircraft began a left turn and climb. The controller asked if it was going north for weather; the pilot responded he was "trying to go through a window." As the climb continued, the controller offered FL290 but received no response. The controller advised the aircraft was in moderate to extreme precipitation, then attempted communication without success. A single "mayday" call was heard. The controller asked for altitude, and the pilot responded "nineteen."
Several aircraft on frequency heard the transmissions. N656FP, an Eclipse jet, heard the mayday and offered assistance. At 1635, N2428Q reported it was spinning. Other aircraft, including American Airlines flights, confirmed hearing the spinning report and a mention of losing sight of the ground or horizon. Further attempts to contact N2428Q were unsuccessful. The wreckage was located by the land owner. A witness reported a severe thunderstorm with high winds, heavy rain, and low visibility at the time of the accident.
Personnel Information
The pilot, age 61, held a private pilot certificate with airplane single-engine land and instrument ratings. His most recent third-class medical was issued on November 26, 2013. At that time, he reported 2,500 total hours, 30 in the previous 6 months. The certificate required glasses for near vision. In 2007, the FAA had revoked his medical certificate due to a driving suspension issue, but it was reissued six months later. The pilot obtained his instrument rating on March 31, 2008. One logbook found in the wreckage contained flights from September 2011 to January 2014; no flights were logged after that date. The pilot noted instrument approaches but did not consistently log instrument or landing times. His total logged time was 2,241.8 hours plus 16.6 hours on the last page. The last recorded instrument approach was August 12, 2013. Investigators could not determine if he met flight review or currency requirements.
Aircraft Information
The accident airplane, a Piper PA 46-310P (serial number 46-8508088), was manufactured in 1985. It was equipped with a Pratt & Whitney PT6A-34 engine and a Hartzell 4-blade propeller. The airplane was maintained under an annual inspection program; the last annual inspection was on November 1, 2013, at an airframe total time of 4,735.5 hours. The airplane had flown 64.4 hours since the last inspection. The airplane had a Supplemental Type Certificate that prohibited flight above FL 270. Its altimeters were certified only to 25,000 feet.
Meteorological Information
The synoptic weather pattern featured a low-pressure system over Colorado with a dry line. Ahead of the dry line, warm moist air from the Gulf of Mexico created conditions conducive to thunderstorms. National radar at 1635 showed intense echoes over the accident site, associated with severe multicellular to supercell thunderstorms. The NWS had issued a Severe Weather Forecast Alert (AWW) for the area from 1447, valid through 2200, for severe thunderstorms with hail, extreme turbulence, and wind gusts to 60 knots. Convective SIGMETs were issued at 1455, 1555, and 1655, indicating severe thunderstorms with tops to FL450. The pilot received an abbreviated weather briefing at 1309, including Convective SIGMET 76C for the Houston area, but no advisories for western Texas were current at that time. A pilot's iPad found in the wreckage had open tabs for Intellicast weather and airport information.
Wreckage and Impact Information
The main wreckage came to rest in an open field at an elevation of 3,770 feet, oriented approximately 270 degrees. It included the fuselage, empennage, both wings, and the engine and propeller assembly. No ground scars or debris field were found leading to the wreckage. The fuselage was buckled, wrinkled, and crushed in multiple directions. The forward right side was torn due to emergency responder activity. The floor from the forward cabin to the rear luggage area was crushed upward. All seats remained attached. The instrument panel was crushed; analog instruments showed readings including the pilot's side altimeter at 3,670 feet, airspeed zero, turn coordinator indicating left wing down 5 degrees, artificial horizon indicating nose up 20 degrees with 5 degrees left wing down, and Kollsman window at 29.90.