Accident Overview
On June 30, 2024, about 1355 eastern daylight time, a Piper PA-46-310P, registration N85PG, was substantially damaged in an accident near Trout Creek, New York. The instrument-rated private pilot and four passengers were fatally injured. The flight was operated under Title 14 Code of Federal Regulations Part 91 as a personal flight.
Flight History
The airplane departed runway 24 at Albert S. Nader Regional Airport (N66) in Oneonta, New York, around 1342, en route to West Virginia International Yeager Airport (CRW) in Charleston, West Virginia. After departure, the pilot contacted Boston Air Route Traffic Control Center and requested an instrument flight rules clearance. The controller assigned a transponder code and established radar contact about 5 nautical miles southwest of N66. The pilot was cleared to CRW “as filed” and instructed to climb to 10,000 ft mean sea level (msl), which was acknowledged. A weather advisory was issued for moderate and heavy precipitation to the pilot’s right side for the next 30 miles. As the airplane climbed through 6,100 ft msl at about 1349, the controller instructed a climb to 12,000 ft msl, which the pilot acknowledged. About 1352, the airplane began deviating left of course. The controller queried the pilot about the deviation and a downstream fix. At 1353:28, the airplane initiated a right turn from a heading of 180° to 128°. During the turn, altitude dropped from 9,900 ft msl to 9,100 ft msl, and ground speed increased from 120 knots to a maximum of 213 knots. Subsequently, the airplane experienced several altitude and ground speed fluctuations. At 1354:43, it began a right descending spiral from 9,025 ft msl. The final track data point, at 1354:59, showed the airplane at 6,500 ft msl with a ground speed of 242 knots.
Wreckage Distribution
The main wreckage was located about half a mile northwest of the last track data point, with a debris path oriented northwest spanning about 1.1 miles. The main wreckage included the engine, fuselage, inboard right wing (with right main landing gear), and left wing. The horizontal stabilizer, elevator, and elevator trim tab were found as one piece about 0.85 miles southeast of the main wreckage. The vertical stabilizer was located about 1.09 miles southeast, and the rudder was about 160 feet south of the vertical stabilizer. The outboard right wing was about 0.68 miles southeast, with fuel tanks containing liquid consistent with 100-LL aviation gasoline; both fuel caps were secure. The right aileron and flap were found separated, with the aileron about 940 feet southeast of the right wing and the flap about 0.44 miles east-southeast. The left wing remained attached at the forward attachment point; its fuel tanks were breached, and both fuel caps were secure. Left aileron and flap were within 50 feet of the main wreckage. All fracture surfaces were consistent with overload failure.
Systems Examination
The instrument panel was crushed and deformed; pre-impact positions of controls could not be determined. The pilot-side attitude indicator and electric turn coordinator were disassembled; gyros showed rotational scoring on gyros and housings. The vertical speed indicator faceplate exhibited a “needle slap” at a descent rate of 4,000 ft/min. Flight control cable continuity from the main wing spar to the cockpit could not be confirmed due to impact damage, but elevator and rudder cables were continuous from aft of the main wing spar center section to the tailcone. Left aileron drive cable was separated from the sector but continuous to the fuselage center section; the balance cable was separated with a “broomstraw” appearance consistent with overload. Right aileron drive cable was separated at the wing root, also consistent with overload; the right balance cable was separated from the sector. The elevator trim jackscrew was separated and not located. The engine remained attached via the mount, buried about 3 feet in the ground. Both magnetos sparked on all leads when rotated by hand or electric drill. Spark plugs from cylinders 2, 4, and 6 appeared normal per the Champion chart. Cylinders 2 and 6 were examined via borescope with no anomalies. Two engine-driven vacuum pumps remained attached; their drive couplings were intact, and rotors and vanes were intact upon disassembly.
Fuel and Weather Information
Fuel records indicated the pilot purchased 45.4 gallons of 100LL aviation gasoline the day before the flight. Surveillance video showed the fuel was obtained from a self-service pump, which was later inspected and found free of contaminants. The pilot used a third-party service to file a flight plan and obtain a weather briefing that included a convective SIGMET valid for the time and route.
The airplane was retained for further examination.