History of Flight
On October 30, 2023, at about 1201 central daylight time, a Piper PA-46-350P, registration N510KC, was substantially damaged in an accident near McCook, Nebraska. The pilot was fatally injured, and the passenger was seriously injured. The flight was a personal trip under Title 14 Code of Federal Regulations Part 91.
The pilot and passenger were departing from the airport to return to Louisiana after a hunting trip. The passenger was seated in an aft-facing seat, with two dogs in forward-facing seats and another dog on the floor. He recalled that when the airplane was about 100 feet above ground level, there was a “hard dip to the left.” He was on a headset and reported that the pilot did not say anything, and he did not hear any unusual engine noises.
Witnesses observed the airplane flying southwest; although it was in a nose-high attitude, it was losing altitude. They saw the nose drop as the airplane rolled left and collided with trees. There was no ADS-B data on file with the FAA. The flight’s destination was not known, but a logbook entry from a previous trip to McCook showed the pilot had flown to Oakley Municipal Airport, Kansas, before returning to Shreveport, Louisiana.
Personnel Information
The pilot had completed JetProp DLX ground school and flight training at the JetProp Factory on February 3, 2017. His most recent biennial flight review was completed in the accident airplane eight days before the accident. A pilot-rated friend who had flown with him for many years noted that the pilot “stayed proficient in flying and was very safe,” and that he would “ease into the power and not go to full torque.” He further reported that the pilot always used his checklist, understood and followed loading procedures for weight and balance, and never pushed the limits of the airplane, weather, or personal limitations.
Aircraft Information
The pilot purchased the airplane in November 2006. On March 11, 2017, the airplane was modified by Supplemental Type Certificate for installation of a Pratt & Whitney Canada PT6A-21 turbofan engine, an MT propeller, and a 20.75-gallon header tank. This modification increased the maximum gross weight for takeoff to 4,300 lbs. At engine installation, the airframe total time was recorded at 3,303.9 hours. The last maintenance log entry was dated March 31, 2023, with an airframe total time of 4,821.6 hours.
Wreckage and Impact Information
The airplane came to rest in a residential backyard. The first impact point was in tall cedar trees, with a debris field continuing on a 200° heading for about 90 feet. The main wreckage consisted of the fuselage, empennage, and right wing. The left wing was fractured in multiple locations. All flight controls were accounted for. There was no post-impact fire, and no ground injuries were reported.
Airframe examination found no preaccident mechanical anomalies. Landing gear and flaps were in the “up” position. The throttle quadrant friction lock was full aft; the throttle and condition levers appeared full forward, and the propeller lever was near mid-travel. Engine control linkages were continuous to the fuel control unit. Fuel was found in the header tank. Engine examination revealed signatures consistent with rotation at impact; no anomalies were detected.
The airplane was equipped with an Electronics International MVP-50T that recorded GPS position and engine parameters. The recording showed that at about 1200:33, the airplane taxied onto runway 22 for takeoff, with engine parameters increasing as power was applied. Maximum torque (1070 ft-lbs) was achieved at 1200:58, and maximum NG (92.7%) at 1200:59. The normal takeoff technique called for about 1,200 ft-lbs torque. NG, torque, and fuel flow began to gradually decrease while NP remained about 2,200 rpm. At 1201:06, the airplane was about 1,995 feet down the runway with positive rates of climb, airspeed 87 kts, and reduced power. The last data point at 1201:23 showed the airplane 0.38 miles from the accident site, airspeed 86 kts, NG 78.6%, and torque 290 ft-lbs.
Weight and Balance
Post-accident calculations using airplane records estimated the airplane’s weight at 4,854 pounds, exceeding the STC-increased maximum gross weight by 554 pounds. The estimated center of gravity was 147.64 inches aft of datum, exceeding the aft limit of 147.1 inches.
Medical and Pathological Information
An autopsy performed on the pilot listed the cause of death as blunt force injuries. Postmortem toxicological testing detected zolpidem at 17.2 ng/mL in cavity blood (by Axis Forensic Toxicology) and at 20 ng/mL in cavity blood and 34 ng/mL in urine (by FAA Forensic Sciences Laboratory). Testing was negative for carbon monoxide and ethanol. Zolpidem is a prescription sedating medication for insomnia, with warnings about psychomotor impairment. The FAA allows occasional use but requires pilots to wait 24-48 hours after use before flying.