History of Flight
On February 4, 2015, at 1930 central standard time, a Piper PA46-500TP airplane, registration N301D, collided with a television tower guy wire and terrain approximately 7 miles south of Lubbock Preston Smith International Airport (LBB), Lubbock, Texas. The pilot, the sole occupant, was fatally injured, and the airplane was destroyed. The aircraft was registered to Deadalus Air LLC and operated by a private individual under 14 CFR Part 91 as a personal flight. Instrument meteorological conditions prevailed, and an instrument flight rules (IFR) flight plan was filed en route. The airplane had departed Cavern City Air Terminal (CNM), Carlsbad, New Mexico, around 1830.
A review of air traffic control transcripts and radar data revealed that the pilot was executing the RNAV (GPS) Y instrument approach to runway 35L. The controller canceled the approach clearance for spacing and issued a heading change off the approach course. The airplane began a left climbing turn, then descended; it was no longer visible on radar, and contact with the pilot was lost.
A witness in a parking lot near the TV tower reported hearing the airplane overhead with its engine operating. He looked up and saw a large flash of light filling his field of view, then observed the tower's red beacon lights go dark and the tower collapse onto itself. He described the weather as cold with very low clouds and no precipitation.
Surveillance videos from two locations showed the airplane in a steep descent toward the tower, passing behind it, followed by multiple large flashes of light.
Personnel Information
The pilot, aged 60, held a private pilot certificate with single-engine and multi-engine land airplane and instrument airplane ratings. According to training records and incomplete logbook entries, as of December 31, 2013, he had accumulated 1,073 total hours, including 117 night hours. He had 50 hours in actual instrument meteorological conditions and 44 hours in simulated instrument conditions. His complete background in the accident airplane could not be determined due to incomplete logbook entries.
On March 29, 2013, the pilot was issued an FAA third-class medical certificate with the limitation that he must have glasses available for near vision. On the application, he reported 2,067 total flight hours and 45.5 hours in the previous 6 months.
On December 31, 2013, the pilot completed a biennial flight review that included an instrument proficiency check and was found proficient in pressurized aircraft operations.
Aircraft Information
The six-seat, low-wing, retractable landing gear airplane with cabin pressurization was manufactured in 2001. It was powered by a Pratt & Whitney Canada PT6A-42A reverse-flow, free turbine engine driving a four-blade, metal, constant-speed propeller with reversing and full feathering capabilities. Each propeller blade had an electric deice boot.
On December 22, 2014, the airframe, engine, and propeller were inspected annually and found airworthy. On December 22, 2011, the airplane was retrofitted with Garmin G500 flight displays, Garmin GTN750 touchscreen navigators, a GMA35 remote audio control, GTX33 remote mode S transponder, GDL69A XM weather data receiver, and an upgraded S-Tec 1500 autopilot with WAAS capability.
A fuel receipt dated February 4, 2015, at 14:23:58, indicated 35 gallons of Jet A fuel were added. Estimated fuel burn for the entire flight was 35.5 gallons.
Meteorological Information
At 1853, the LBB weather observation station reported wind from 030° at 21 knots gusting to 31 knots, 8 miles visibility, an overcast ceiling at 800 feet above ground level (agl), temperature 28°F, dew point 25°F, and an altimeter setting of 30.24 inHg. Peak wind was from 20° at 34 knots with occasional blowing dust.
At 1947, a special observation reported wind from 040° at 18 knots gusting to 27 knots, 7 miles visibility, overcast ceiling at 700 feet agl, temperature 28°F, dew point 25°F, and an altimeter setting of 30.28 inHg; peak wind from 030° at 31 knots.
Prior to the accident, a pilot report (PIREP) indicated moderate rime ice at 5,200 feet msl (1,918 feet agl) about 10 miles south of the airport. The pilot acknowledged receiving this report.
Wreckage and Impact Information
The accident site was in a series of large fields. The main wreckage was at latitude 33°32'36.13"N, longitude 101°50'8.10"W, elevation 3,200 feet msl. A debris path extended about 800 feet on a heading of 040° from a local news building to the main wreckage.
A red and white TV tower, partially collapsed, stood at the southeast corner of the news building. Most of the tower had collapsed; one guy wire remained connected to its base and extended to near the fuselage, exhibiting tension overload signatures.
Several airplane debris items were found near the tower base. The left elevator was detached about 400 feet from the main wreckage. The right wing (without aileron) was about 260 feet away, a piece of engine cowling about 185 feet away, and the entire left wing about 110 feet away. Power lines ran north-south across the debris path; one wooden power pole was broken near the top, and several lines were separated in tension overload.
The fuselage came to rest upright on a west heading. The cockpit area was opened, twisted, and distorted to the left. The engine was about 50 feet east of the cockpit. A propeller blade tip was separated with scoring consistent with metal wire contact; the propeller nose cone showed striations from a large gauge wire similar to the downed guy wire.
Garmin G500 displays and a GTN750 were installed. Several SD data cards were found, but the systems did not have flight data recording capabilities.
Postaccident examination found no evidence of structural icing on the airplane, and no ice was reported by first responders.
Communications
A summary of communications with Lubbock Air Traffic Control Tower (LBB ATCT) follows:
- 1907:20: Pilot first contacted LBB, reported descending from 16,700 feet to 14,000 feet. Controller instructed descent at pilot's discretion to 7,000 feet and confirmed receipt of ATIS "Whiskey."
- 1907:58: Controller informed pilot of moderate rime icing reported by a regional jet at 5,000 feet about 10 miles south; pilot acknowledged.
- 1909:32: Pilot requested ceiling; controller reported bases at 3,900 feet msl (about 800 feet agl). Pilot acknowledged.
- 1912:23: Position relief briefing occurred.
- 1918:02: Controller asked approach type; pilot requested RNAV RWY 35L but needed to set instruments.
- 1918:41: Controller instructed maintain at or above 8,000 feet.
- 1921:24: Pilot requested direct ZOVOC for RNAV RWY 35L; controller instructed heading 160°, descend to 7,000 feet.
- 1925:19: Controller cleared flight for RNAV Y RWY 35L approach, cross ZOVOC at or above 6,000 feet. Pilot acknowledged after clarification.
- 1926:13: Tower controller indicated possible cancellation of N301D's approach due to traffic.
- 1929:29: Controller canceled approach clearance, instructed climb to 7,000 feet and heading 275° (amended to 270°). Pilot acknowledged.
- 1929:56: Last recorded transmission from pilot was read back of 270° heading.
- 1930:50: Attempts to contact pilot failed; controller noted a power spike.
- 1934: Tower controller reported a crash.
Additional Information
Radar data showed the pilot followed all ATC instructions without noted deviation. The last instruction was a left turn to 270° and climb to 7,000 feet. The airplane began a left climbing turn from 5,600 feet, reached 5,800 feet, then continued left turn through the assigned heading and descended rapidly. Only two radar returns were recorded over 10 seconds after reaching 5,800 feet; the last return showed 5,100 feet at 1930:21. The radar track and accident location were consistent with a rapid descending left turn to impact.
An engine examination at Pratt & Whitney on April 21, 2015, revealed extensive impact damage but no pre-impact anomalies that would have prevented the engine from producing rated power. The compressor turbine and power turbine showed no pre-impact damage; rotational signatures were present on first stage compressor blades. The propeller blade tip scoring and nose cone striations were consistent with wire strikes.
The TV tower, constructed on June 26, 1963, was an 814-foot tall guyed structure designated as a communication tower.
An autopsy performed on February 5, 2015, by the Lubbock County Medical Examiner listed the cause of death as multiple blunt force traumatic injuries, ruled an accident. Toxicological testing was negative for drugs.
Probable Cause
Not provided in the source.