History of Flight
On March 8, 2018, about 1038 central standard time, a Piper PA-31P twin-engine airplane, N82605, impacted terrain during an approach to Laredo International Airport (LRD) in Laredo, Texas. The pilot and a student-rated passenger were fatally injured, and the airplane was destroyed. The flight was conducted under Title 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions prevailed, and no flight plan was filed.
Shortly after departing runway 18R, the tower controller contacted the pilot and reported that smoke was coming from the left side of the airplane. The pilot responded, "… we're gonna fix that." The airplane turned back toward the airport and was cleared to land on runway 18L.
Witnesses observed the airplane trailing smoke as it approached the airport; two witnesses indicated the smoke came from the left engine. Airport security cameras captured the airplane airborne, showing a trail of white smoke and the landing gear extended. While on a left downwind leg, the smoke trail was not visible. As the airplane turned from base leg to final, its bank angle exceeded 90 degrees. It then impacted terrain in a nose-down, near-vertical attitude just short of runway 18L. A post-crash fire ensued.
Personnel Information
The pilot held a commercial pilot certificate with ratings for airplane single-engine land, multi-engine land, and instrument airplane, as well as a flight instructor certificate for airplane single-engine and instrument airplane, and a ground instructor (basic) certificate. His second-class medical certificate was issued on May 15, 2017, with the limitation "must have available glasses for near vision." On the application, he reported 4,243 total flight hours and 45 hours in the previous six months. His logbook was not available.
The passenger held a student pilot certificate and a mechanic certificate with a powerplant rating. A third-class medical certificate was issued on August 1, 2014, with no limitations. At the time of the examination, he reported 48.9 total hours, all within the last six months. However, his logbook, found at the accident site, indicated 194 total hours in single-engine airplanes, with the last entry dated February 2018. He had been signed off for the private pilot check ride in November 2017, but there was no record of him taking the test.
Aircraft Information
The Piper PA-31P Navajo is a low-wing, cabin-class, pressurized, twin-engine airplane with retractable landing gear. It was powered by two 425-horsepower Lycoming TIGO-541 reciprocating six-cylinder engines, each driving a three-bladed, full-feathering Hartzell propeller. Maintenance records showed the annual inspection was conducted on January 3, 2018, at a total airframe time of 3,185 hours. At that time, the Hobbs times for both left and right engines were 2,089.2 hours, with 1,027.3 hours since factory remanufacture.
Meteorological Information
The weather observation at LRD at 1056 recorded wind from 140° at 14 knots gusting to 17 knots, 10 miles visibility, clear sky, temperature 70°F, dew point 45°F, and an altimeter setting of 30.23 inches of mercury.
Communications
A review of communications between air traffic controllers and N82605 revealed that a pilot contacted LRD ground control and received a clearance to runway 18R. About 12 minutes later, a pilot contacted the tower controller and requested a southeast departure to the practice area. After takeoff, the tower controller reported to N82605, "I have you, ah, smoking actually pretty bad, ah, looks, appears to be your left-hand side." A pilot responded, "… we're gonna fix that." The controller asked if they needed to return and land, and if they needed assistance. A pilot reported they were turning for the downwind 18R and were not requesting any assistance. The tower controller then cleared the airplane for 18L, which was acknowledged. About one minute later, the controller notified crash rescue of the accident.
Wreckage and Impact Information
The front cabin/cockpit area was largely destroyed by impact and fire. Major components were located at the accident site, with separated pieces scattered between the aft cabin and the impact crater. Both wings separated from the fuselage and showed heavy thermal and impact damage. Flight control continuity was confirmed from the front cabin to the aileron bellcranks; rudder cables were traced from the cockpit to the rudder. The control column and rudder pedals were impact and fire damaged. All three landing gear were extended. The wing flap actuator was in the up (retracted) position. The cockpit instrument panel and avionics were destroyed. The emergency locator transmitter was found in the "off" position with the antenna coaxial cable disconnected; the replacement battery date was labeled Sept 2019.
Both engines separated from the wing nacelles. The left engine sustained extensive fire and impact damage and could not be rotated by hand. Components such as magnetos, fuel metering unit, ignition harness, and fuel pump were fire/impact damaged and could not be tested. Fuel and oil lines were consumed by fire. The turbocharger separated and would not rotate. Top sparkplugs showed normal combustion deposits. Disassembly revealed no abnormalities other than impact and fire damage; the source of the smoke was not found. The right engine components were similarly damaged and could not be tested. Sparkplugs showed normal deposits. Both turbocharger V-band clamps were in place.
The left propeller separated with a section of the propeller shaft. Blades A and C were in a high-pitch position, with blade C bent aft and leading-edge polishing; blade B was loose in the hub with chordwise scratching. The right propeller also separated with a shaft. Blade A exhibited bending and curling mid-span with about 2 inches of tip torn off; blade B was bent forward with leading-edge polishing and gouging; blade C had fractured and separated outside the hub, showing twisting, curling, and leading-edge polishing.
No pre-impact abnormalities were noted during the airframe or engine examinations, which were limited by thermal and impact damage.
Medical and Pathological Information
Autopsies conducted by the Office of the Chief Medical Examiner, Webb County Medical Examiner, determined the cause of death for both occupants as "multiple blunt force and crushing injuries." Toxicological testing by the FAA Forensic Sciences Laboratory was negative for ethanol and tested drugs in the pilot; specimens were not tested for cyanide or carbon monoxide. For the student-rated passenger, tests were negative for carbon monoxide and ethanol, but positive for cetirizine in blood and urine. Cetirizine is an over-the-counter antihistamine used for allergy symptoms.
Additional Information
The FAA Airplane Flying Handbook and the PA-31P Pilot's Operating Handbook provide emergency procedures for engine failure. The investigation did not determine why the airplane entered the steep bank or the source of the smoke.