What happened
The FAA’s narrative, in sentence case. The FAA writes it in capitals and removes private details.
About 5 miles NM sw of (N66) ATC cleared the aircraft to (crw) as filed and issued a climb to 10,000FT MSL that was acknowledged, the controller then issued a weather advisory to the pilot of moderate and heavy precipitation off the pilot’s right side “for the next 30 miles” which the pilot acknowledged. As the airplane climbed through 6,100 ft MSL, about 1349, the pilot was issued a climb to 12,000 ft MSL, which the pilot acknowledged. About 1352, the airplane began to deviate left of course, and the controller stated “ it looks like you’re deviating left for weather and which fix do you want to go uh downstream to'” subsequently, at 1353:28, the airplane began a right turn from a heading of 180° to 128°. While in the turn the airplane’s altitude dropped from 9,900 ft MSL to 9,100 ft MSL and the speed increased from 120 KTS ground speed to a maximum of 213 KTS ground speed. The airplane then climbed, and subsequently experienced several altitude and ground speed fluctuations until 1354:43, when it began a right descending spiral from 9,025 ft MSL. The last track data point was recorded at 1354:59 with the airplane at an altitude of 6,500 ft MSL and a ground speed of 242 KTS.
On the ground the aircraft wreckage site is spread over aproximatly .85 mile. The outboard portion of the right wing was located about 0.68 miles southeast of the main wreckage. The right aileron was located about 940 ft southeast of the right wing and the right flap was located about 0.44 miles east-southeast of the right wing. The left
Wing remained attached to the fuselage at the forward attachment point and the fuel tanks were breached. All fracture surfaces were consistent with overload failure.
As the FAA filed it
ABOUT 5 MILES NM SW OF (N66) ATC CLEARED THE AIRCRAFT TO (CRW) AS FILED AND ISSUED A CLIMB TO 10,000FT MSL THAT WAS ACKNOWLEDGED, THE CONTROLLER THEN ISSUED A WEATHER ADVISORY TO THE PILOT OF MODERATE AND HEAVY PRECIPITATION OFF THE PILOT’S RIGHT SIDE “FOR THE NEXT 30 MILES” WHICH THE PILOT ACKNOWLEDGED. AS THE AIRPLANE CLIMBED THROUGH 6,100 FT MSL, ABOUT 1349, THE PILOT WAS ISSUED A CLIMB TO 12,000 FT MSL, WHICH THE PILOT ACKNOWLEDGED. ABOUT 1352, THE AIRPLANE BEGAN TO DEVIATE LEFT OF COURSE, AND THE CONTROLLER STATED “ IT LOOKS LIKE YOU’RE DEVIATING LEFT FOR WEATHER AND WHICH FIX DO YOU WANT TO GO UH DOWNSTREAM TO'” SUBSEQUENTLY, AT 1353:28, THE AIRPLANE BEGAN A RIGHT TURN FROM A HEADING OF 180° TO 128°. WHILE IN THE TURN THE AIRPLANE’S ALTITUDE DROPPED FROM 9,900 FT MSL TO 9,100 FT MSL AND THE SPEED INCREASED FROM 120 KTS GROUND SPEED TO A MAXIMUM OF 213 KTS GROUND SPEED. THE AIRPLANE THEN CLIMBED, AND SUBSEQUENTLY EXPERIENCED SEVERAL ALTITUDE AND GROUND SPEED FLUCTUATIONS UNTIL 1354:43, WHEN IT BEGAN A RIGHT DESCENDING SPIRAL FROM 9,025 FT MSL. THE LAST TRACK DATA POINT WAS RECORDED AT 1354:59 WITH THE AIRPLANE AT AN ALTITUDE OF 6,500 FT MSL AND A GROUND SPEED OF 242 KTS.
ON THE GROUND THE AIRCRAFT WRECKAGE SITE IS SPREAD OVER APROXIMATLY .85 MILE.THE OUTBOARD PORTION OF THE RIGHT WING WAS LOCATED ABOUT 0.68 MILES SOUTHEAST OF THE MAIN WRECKAGE.THE RIGHT AILERON WAS LOCATED ABOUT 940 FT SOUTHEAST OF THE RIGHT WING AND THE RIGHT FLAP WAS LOCATED ABOUT 0.44 MILES EAST-SOUTHEAST OF THE RIGHT WING. THE LEFT
WING REMAINED ATTACHED TO THE FUSELAGE AT THE FORWARD ATTACHMENT POINT AND THE FUEL TANKS WERE BREACHED. ALL FRACTURE SURFACES WERE CONSISTENT WITH OVERLOAD FAILURE.
NTSB investigation
The NTSB’s investigation of this event, with its probable cause and findings. Matched to this report by N-number and date.