History of Flight
On October 13, 2018, at 1058 eastern daylight time, a Piper PA-34-200T, N593MS, was destroyed when it crashed near Westhampton Beach, New York. The flight instructor, a private pilot, and a passenger were fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 instructional flight.
The flight instructor departed Waterbury Oxford Airport (OXC) and landed at Danbury Municipal Airport (DXR) to pick up the private pilot and passenger for a flight to Charleston Executive Airport (JZI). Text messages indicated the instructor planned to return alone. The airplane departed DXR around 1025. The instructor requested VFR flight following and planned to climb to 8,500 ft mean sea level (msl). At 1037, the instructor reported at 9,200 ft msl and later stated he was climbing to 11,500 ft msl. The airplane continued climbing, reaching 15,000 ft msl at 1045. The controller advised of instrument meteorological conditions (IMC) at that altitude, and the instructor reported an unreliable attitude indicator and that they were in and out of IMC. At 1046, the controller declared an emergency. The controller suggested a left turn to 300° toward VFR conditions, but the airplane continued southeast, climbing to 16,525 ft msl. At 1049, the controller noted a slow right turn; the instructor said they were maintaining straight and level. The controller suggested using a turn and slip indicator. The airplane continued climbing to 17,000 ft msl. At 1051, the instructor asked about cloud tops and said he would climb to 19,000 ft msl. At 1052, the instructor reported being VFR-on-top and requested vectors. The controller directed a turn to 300°, but the instructor did not acknowledge. At 1053, the instructor said they were turning west, but radar showed a figure-eight pattern. At 1056, the airplane entered an abrupt descending turn. The controller advised leveling wings; the instructor acknowledged the descent. Radar contact was lost around 1058. Witnesses reported the airplane nosedived from clouds and heard engine sounds, with one witness seeing pieces of metal descending.
Personnel Information
The flight instructor held a flight instructor certificate with single- and multi-engine and instrument ratings, an airline transport pilot certificate, and a mechanic certificate. He reported 4,000 total hours. His most recent instrument proficiency check was in December 2016. His certificates were revoked in 2011 for falsifying logbook entries, and his mechanic certificate was suspended. Colleagues stated they believed he was not instrument current and preferred VFR-on-top because he disliked ATC vectoring. The private pilot held a private pilot certificate with a single-engine land rating; his most recent medical was in 1986 with no reported flight experience.
Aircraft Information
The airplane was registered to the instructor in June 2018. The most recent annual inspection was completed by the instructor on September 10, 2018, which included replacing the right vacuum pump. The left engine had 2,337.8 hours, the right 1,097.5 hours. The left vacuum pump data plate was partially missing. A colleague stated that in August 2018, one vacuum pump was not working, requiring resetting the directional gyroscope every 10 minutes. No maintenance entries existed for the right vacuum pump after the annual inspection.
Meteorological Information
A low-pressure system off the Long Island coast with a cold front was present. Station models showed west-to-northwest winds, overcast clouds, and light rain. Cloud tops were near 21,000 ft msl based on satellite data. Pilot reports indicated cloud tops to 23,000 ft msl with instrument conditions and light ice. The instructor did not file a flight plan or obtain a weather briefing.
Wreckage and Impact
A portion of the right wing was recovered floating; the left wing was recovered from 25 ft of water on November 18, 2018. The fuselage, tail, and inboard right wing were not recovered. Examination showed overload separations. The left engine vacuum pump had a fractured rotor and missing drive coupling. The left propeller was feathered with impact damage. No oxygen tanks or masks were recovered.
Additional Information
FAA regulations require supplemental oxygen above 12,500 ft msl. Interviews indicated the instructor did not use oxygen. The report discusses hypoxia and spatial disorientation as physiological factors. The instructor's toxicology showed 13 mg/dL ethanol (noted as potentially postmortem), Rosuvastatin, and Metoprolol. The private pilot's toxicology showed ethanol and morphine, which has impairing potential.