History of Flight
On August 11, 2022, about 1805 eastern daylight time, a Piper PA32-301, N720RP, was destroyed in an accident near Metz, West Virginia. The private pilot and two passengers sustained fatal injuries. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.
According to the pilot’s employer, the pilot and passengers were members of the same church, and the flight was a planned day trip for church business in Indiana. The accident occurred on the return flight.
Automatic dependent surveillance – broadcast (ADS-B) data and Federal Aviation Administration (FAA) air traffic control information indicated that the airplane departed Deck Airport (9D4), Myerstown, Pennsylvania, about 0735 that morning, and landed at Daviess County Airport (DCY), Washington, Indiana. It departed DCY on the accident flight at 1543.
About 1752, the airplane was in cruise flight at about 9,500 ft mean sea level (msl) on an easterly heading, approximately parallel to and south of a band of light/moderate to extreme precipitation extending across Ohio, West Virginia, and Pennsylvania. The pilot contacted Cleveland Air Route Traffic Control Center, stating that based on his cockpit NEXRAD display, he was considering a 30-degree left turn to deviate around an area of precipitation. The controller replied that there were slight gaps in the line but that the line was moderate to heavy with pockets of extreme, and advised the pilot to proceed as he saw fit. The pilot acknowledged.
At 1801:09, the pilot announced a 20-degree left deviation. The controller responded that his display showed more extreme precipitation just off the airplane’s left wing, with a small gap about 5 miles ahead. At 1801:31, the pilot replied, “Yep, that’s what we’re looking for.” No further communications were received from the pilot.
At the time of the pilot’s final transmission, the airplane’s ground track had turned slightly north and entered an area of light precipitation. The airplane continued on the same track at about 9,500 ft msl, and over the next 6 miles, transitioned through areas of light, moderate, heavy, and finally extreme precipitation. About 1803, the track data showed a steep, descending, right turn that continued until data was lost.
Personnel Information
The pilot held a private pilot certificate with a rating for airplane single-engine land. He did not hold an instrument rating. He completed BasicMed requirements on May 11, 2021. Examination of his logbook showed he began flying in 2005 and had 387 total hours of flight experience, with 232 hours in the accident airplane make and model.
Meteorological Information
A search of the FAA contract Automated Flight Service Station provider, Leidos, indicated no contact with the pilot on the day of the accident, nor any record of accessing third-party vendors using the Leidos Flight Service system. A search of ForeFlight showed no account registered for the pilot, but there was another account associated with the accident airplane.
Review of National Weather Service (NWS) forecast products revealed a chance of isolated thunderstorms, with a 10 to 20% probability of occurrence over the area around the accident. The NWS had issued a center weather advisory and Convective SIGMETs for the accident site and surrounding areas.
It could not be determined what weather information the pilot reviewed before or during the flight other than the NEXRAD display discussed with the controller.
The FAA Flight Information Services – Broadcast (FIS-B) broadcasts weather products including NEXRAD imagery, but the FAA website notes that the data is for advisory use and can be up to 15 minutes older than the display indicates. This warning is also in FAA Advisory Circular 00-24C.
The airplane was equipped with an L-3 (Goodrich) WX-500 Stormscope, whose User’s Guide advises against using it to penetrate a thunderstorm. The airplane also had Garmin GNS 430 and GNS 530 devices; their pilot’s guide cautions that NEXRAD data is for long-range planning only and cannot be used for short-range weather avoidance.
Wreckage and Impact Information
Local emergency services located the airplane’s fuselage in hilly, wooded terrain about 1 hour after the accident. The fuselage came to rest inverted with the engine and propeller still attached. The fuselage was crushed uniformly on its right side along its entire length. The wings and tail section were separated and located over the following days.
The fuselage was near the final flight track, with wreckage distributed south over about 0.8 miles. The left wing was about 100 yards west of the fuselage, and the right wing was about 400 yards southwest. Both wings separated at their roots, with fractures consistent with overstress. Several pieces of sheet metal were found along the wreckage path, with tail section pieces furthest from the main wreckage.
Flight control continuity was confirmed from the cockpit through breaks consistent with recovery operations to the control surfaces. An engine data monitor was removed from the instrument panel and retained for examination.
The engine’s right side was impact-damaged. The right rocker box covers (Nos. 1, 3, and 5) were molded around the rocker arms by impact. After removing the valve covers, the engine was rotated by hand and compression was confirmed on all cylinders. Cylinders Nos. 1, 3, and 5 had cracks due to impact. The right magneto was separated but produced spark when rotated. The left magneto (electronic) remained mounted but could not be tested. All spark plugs were installed with undamaged electrodes. The vacuum pump was intact and spun freely. The propeller governor was securely attached; its oil screen was clean. The oil filter was free of debris. The fuel servo was disassembled; its inlet screen and diaphragms were unremarkable. The fuel manifold and injector nozzles were unobstructed.