History of Flight
On November 9, 2022, at about 0934 central standard time, a Piper PA46-500TP, registration N234PM, was destroyed when it was involved in an accident near Bignell, Nebraska. The pilot and passenger sustained fatal injuries. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 business flight.
According to air traffic control information, the pilot established contact with Denver Air Route Traffic Control Center (ZDV), reported inbound to North Platte Regional Airport (LBF), and the controller issued the current altimeter setting. The pilot requested the instrument landing system (ILS) runway 30 approach. The controller provided vectors and instructed the pilot to fly a heading of 230°, then to turn right to 280° and descend to 7,000 ft msl, and later to descend to 5,000 ft msl, maintaining that altitude until established on the ILS. The controller cleared the pilot for the ILS runway 30 approach and instructed him to report cancellation of his instrument flight plan and change to the LBF common traffic advisory frequency. After a position change, the relieving controller reported the airplane overdue, and an alert notice (ALNOT) was issued.
A review of ADS-B data showed that during the last minute, the airplane’s vertical descent rate increased from 500 ft per minute to 3,000 ft per minute. In the last 30 seconds, it climbed at 2,000 ft per minute, then sharply decreased to a left descending turn exceeding 5,000 ft per minute. The last data point was about 1,000 ft west-northwest of the accident site.
About 3 miles southeast of LBF, a resident noticed smoke from a field and contacted the local fire department. Local authorities responded and reported the airplane accident. There were no witnesses.
Personnel Information
A flight instructor who recently provided instruction to the pilot reported that the pilot had purchased the airplane about 3 weeks before the accident. Between October 23 and October 28, 2022, the instructor and pilot completed 10 hours of ground instruction and 15.1 hours of flight instruction in the accident airplane. The instructor gave the pilot a low average score at completion of training. Between training and the accident, the pilot logged 9.4 hours in the accident airplane.
The pilot’s logbook revealed a total of 505.3 flight hours, of which 24.5 hours were in the accident airplane. Of those, 5.2 hours were actual instrument flight time, with 1.0 hour in the accident airplane. The instructor reported that the 1.0 hour was an encounter with IFR conditions during high-altitude training.
Aircraft Information
The accident airplane was equipped with avionics including a Meggitt Magic six-screen electronic flight display, a Bendix KMD 850 multi-function display, Meggitt Magic 1500 autopilot/flight director, and a Garmin GNS 430W GPS/WAAS navigation system.
The flight instructor noted discrepancies with the avionics during training, including coupling an RNAV approach with the autopilot. The pilot had planned an avionics upgrade scheduled for January 2023. The instructor recommended flying only ground-based approaches until the upgrade was installed.
Meteorological Information
The pilot obtained a preflight weather briefing and filed an IFR flight plan at 0604, with an estimated departure of 0730 for a direct route to LBF at 16,000 ft msl, with an alternate of Lexington, Nebraska. The briefing included a G-AIRMET for IFR and LLWS conditions over the route. The freezing level was between 8,000 and 12,000 ft msl, with no icing expected below 16,000 ft msl.
The initial TAF for LBF indicated MVFR conditions through 1200 with north-northwesterly winds, then VFR with gusty southerly winds. No LLWS was forecast. The TAF was amended at 0800 with LIFR conditions and an overcast ceiling at 300 ft agl through 1200.
ASOS observations showed a cold front moved through after 0100, lowering conditions to IFR at 0624. LIFR conditions were reported about 40 minutes before departure and continued through the accident. Light freezing precipitation was reported intermittently, not included in forecasts. Surface temperatures dropped below freezing 3 hours before the accident. At accident time, LBF ASOS reported LIFR with overcast ceilings at 300 ft agl and light freezing drizzle.
The HRRR sounding for 0900 indicated a high potential for moderate or greater turbulence between 3,600 and 5,500 ft msl in an inversion with strong wind shear. An NWS G-AIRMET for LLWS with a 20 kt change in wind speed within 2,000 ft of the surface was current.
The NWS GFA at 0400 depicted easterly winds at 10-15 kts, unrestricted visibility, and overcast clouds with bases at 3,500 ft msl and tops between 7,000 and 8,000 ft msl. The NWS AWC CIP at 0600 showed potential for light icing over extreme northwest Nebraska and a trace of ice north of the accident site. No SIGMETs, Convective SIGMETs, or CWAs were current; G-AIRMETs for IFR and LLWS were current.
A pilot following the accident airplane on the approach reported the LBF weather as a ceiling near 200 ft with visibility 1-2 miles and occasional freezing rain. He noted cloud tops between 7,500 and 7,900 ft, cumulus clouds, and anticipated a turbulent approach with potential icing and a tailwind landing. He categorized the approach as very demanding. After the accident airplane could not be accounted for, he made two holding loops and diverted due to freezing precipitation.
Wreckage and Impact Information
Postaccident examination revealed the airplane impacted terrain on the bank of an irrigation reservoir. A postimpact fire partially consumed the airplane. The main wreckage (engine, fuselage, empennage) came to rest within the initial impact area, with fragmented structure within a 50 ft diameter. The engine and propeller assembly were embedded in terrain, followed by cockpit, cabin, and empennage. The wings rested adjacent to the main wreckage. The flight instruments and avionics were destroyed by impact and thermal damage. Landing gear and flaps were retracted. The fuel system was destroyed, with fuel odor and sheen on water.
Flight control continuity could not be established due to fragmentation and recovery operations, but separations were consistent with impact or recovery. The pitot tube was tested and heated normally. The engine compressor and turbine module housings displayed torsional deformation; compressor blades separated at roots. The four-blade propeller hub was fragmented, with blades showing chordwise scratching, leading edge gouging, and twist deformation.
No preimpact mechanical malfunctions or failures were noted that would have precluded normal operation.
Additional Information
The FAA publication defines spatial disorientation as a loss of proper bearings or mental confusion as to position relative to the earth. Factors include changes in acceleration, flight in IFR conditions, and unperceived attitude changes. The FAA Airplane Flying Handbook states that spatial disorientation has been a factor in many upset accidents, with nearly 200 accidents from 2008 to 2013, over 70% fatal. All pilots are susceptible to false sensory illusions at night or in certain weather, leading to conflict between attitude indications and senses. Disoriented pilots may not be aware of their error, and upsets often occur when attention is diverted from instruments.
Medical and Pathological Information
An autopsy listed the cause of death as multiple blunt force injuries. Toxicology testing was negative for all tested substances.