History of Flight
On December 31, 2023, at 1213 eastern standard time, a Piper PA-46R-350T, N539MA, was substantially damaged in an accident near Mooresville, North Carolina. The pilot was fatally injured. The flight was operated under Title 14 Code of Federal Regulations Part 91 as a personal flight. According to a family member, the pilot intended to take a short local flight and then refuel for a family trip planned for the next day.
ADS-B data showed the airplane departed Runway 32 at Lake Norman Airpark (14A) around 1152. It climbed to about 3,000 ft mean sea level (msl) and tracked northwest over the Catawba River for about 30 nm. At 1202, the airplane turned left and flew directly back toward 14A. Ground speed was about 200 kts until around 1210, when it decreased and the airplane began descending. The last ADS-B position at 1213 indicated 850 ft msl (about 60 ft agl). The accident site was about 488 ft southeast of that position, roughly 3/4 nm from the threshold of Runway 14.
A witness near the accident site reported hearing no engine noise before impact. A security camera recorded 9 seconds of video showing the airplane traveling right to left with minor roll oscillations; the propeller was turning. The airplane then banked right and lost altitude before exiting the field of view. Impact sound occurred about 3 seconds later. A sound spectrum study calculated propeller rotation at about 1,100 rpm, consistent with windmilling.
Aircraft Information
Maintenance records showed the engine was overhauled by the manufacturer on July 14, 2023. On August 15, 2023, during engine installation, both turbochargers were removed and temporarily replaced with serviceable units to complete Lycoming Special Advisory SA-203 and Hartzell Engine Technologies Service Bulletin SB-203 on the removed turbochargers. The last annual inspection was on August 15, 2023, at an airframe total time of 1,208.6 hours (48.2 hours before the accident). On September 18, 2023, at 1,211.3 hours (45.5 hours before the accident), the original turbochargers were reinstalled.
Wreckage and Impact Information
The airplane came to rest upright about 58 ft southeast of a severed treetop broken about 40 ft agl. A ground scar 18 ft long oriented to 159° true led to the airplane. Several trees were damaged, and fallen branches lined the debris path. No fire occurred; all major components were recovered.
The fuselage, right wing, and most of the empennage remained intact. The left wing was impact-fractured and resting inverted on the right wing. The left horizontal stabilizer was in front of the cockpit; the left elevator was separated and found in a tree. The right wing remained attached by the aft wing attachment. Both main wing spars were fractured at the wing roots, and both wings had tree impact damage. Flaps and landing gear were retracted. Both fuel tanks contained fluid consistent with 100LL aviation fuel.
Fuel vent systems contained reddish dirt similar to the surrounding soil. The left main fuel vent was completely obstructed; the right main fuel vent was partially obstructed. The left fuel tank vent cap operated normally. The fuel selector was positioned to the left tank. The emergency fuel pump switch was in the “ON” position.
The engine remained attached. The three-blade constant-speed propeller was impact-damaged; two composite blades were detached at the roots, and the third had chordwise tears. No chordwise abrasion, twisting, bending, or leading-edge damage was noted.
Throttle, propeller, and mixture levers were full forward. Flight control cable continuity was confirmed from cockpit to control surfaces, with separations consistent with accident forces.
Engine examination revealed crankshaft continuity to rear accessory gears and valvetrain. Thumb compression and suction were observed from all cylinders. Magnetos produced sparks on all towers. Cylinder borescope showed no anomaly. Top spark plugs had heavy carbon deposits. The emergency fuel boost pump operated when powered. Air flowed through fuel lines. The fuel flow divider contained a small amount of 100LL fuel; no contamination; diaphragm in good condition.
In the induction system, the hose connecting to the left side intercooler was missing its clamp, and the coupling was displaced from the intercooler. The clamp was not found.
The engine was sent to the manufacturer. Cylinder walls had minor surface corrosion consistent with postaccident exposure. Pistons had normal combustion deposits; no detonation, preignition, or valve strikes. Compression and oil control rings were intact. Tappets, push rods, and rocker arms had normal operating signatures. Exhaust valves moved normally. Intake valves for cylinders 2, 3, 4, and 6 had dark heads consistent with carbon fouling; cylinders 1 and 4 had normal heads.
The engine-driven fuel pump contained no fuel. Its input drive rotated freely and flowed fuel when tested. On a test bench, it operated normally except at 650 rpm, where flow was 2 lbs/hr (specified 9 lbs/hr). At 1,100 rpm, flow was 90 lbs/hr. Disassembly found no anomaly or mechanical failure.
The fuel servo was intact; fluid consistent with 100LL was seen at inlet and pressure sensor fittings. The throttle plate moved appropriately. Testing showed slightly rich flow at two points (max discrepancy 1 lb/hr over maximum). Internal components had normal operating signatures; no anomaly or mechanical failure.
Magneto and spark plug testing showed all spark plugs heavily carbon-fouled, consistent with a rich mixture. All spark plugs produced sparks on test equipment. Both magnetos passed manufacturer’s test against new part specifications.
Both turbochargers were heavily impact-damaged at compressor sections, with static or slow rotation rub marks on housings. The wastegate actuator and overboost valve had normal operating signatures; no anomaly precluding normal operation.
Medical and Pathological Information
The pilot’s last aviation medical examination was November 5, 2022. He reported high blood pressure, qualified under CACI criteria, and used losartan. He was issued a third-class medical certificate with requirement for near-vision glasses.
An autopsy at Wake Forest Baptist Medical Center determined the cause of death as multiple blunt force injuries, manner of death accident. The autopsy identified mild-to-moderate multivessel coronary artery disease, moderate calcific stenosis of the aortic valve, and moderate ulcerated plaque in the abdominal aorta.
FAA Forensic Sciences Laboratory toxicology testing detected diphenhydramine in aortic blood at 42 ng/mL and in urine at 576 ng/mL. Diphenhydramine is a sedating antihistamine. The FAA advises pilots not to fly within 60 hours of using it.