BFO94FA066

The pilot departed into marginal VFR weather conditions late at night without receiving a weather briefing. He was not instrument rated. Before departure, a witness noted the pilot looked 'a little tired' and that there was no indication of an airplane problem. Recorded radar data, meteorological conditions, and witness statements indicated the airplane entered an area of clouds, rain, and moderate turbulence, all of which were forecast. Radar data showed the plane had entered a rapid descending turn from about 5700' MSL, then radio and radar contact were lost. An in-flight breakup of the airplane occurred, and wreckage was found over a 3/4 mile area. An exam of the fractures revealed evidence that the stabilators and left wing failed from overload in a downward direction, the right outboard wing panel failed upward from overload, and the vertical stabilizer had failed to the right from torsional loads. The airplane had been recently stripped and repainted, but no pre-accident mechanical deficiency was found.

History of flight

On April 16, 1994, at 0104 eastern daylight time, N8685C, a Piper PA-32R-300, operated by the owner/pilot, broke apart during an uncontrolled descent and was destroyed. The private pilot and his two passengers were fatally injured. There was no fire. Instrument meteorological conditions prevailed and a flight plan was not filed. The personal flight originated from Elyria, Ohio, and was en route to Leesburg, Virginia. The flight was conducted under 14 CFR 91.

The pilot was with a friend one day prior to the accident on the morning of April 15, 1994. According to the pilot's friend, the pilot was observed on the telephone with an aircraft paint shop in Canada to verify the status of the pilot's airplane. The airplane had been previously flown to Canada several days earlier so that it could be repainted in preparation for a lease- back arrangement with a Michigan fixed-base operation near the pilot's home. The friend reported that the pilot then visited his office about 1230, then drove to the Berz-Macomb Airport in Mt. Clemens, Michigan, to check the weather for flying.

Later in the afternoon, according to the pilot's friend, the pilot was picked up via automobile and taken to the Canadian paint shop so that the pilot could receive his airplane. The friend stated that the weather conditions prevented paint shop personnel from flying to Michigan and delivering the airplane to the pilot. The pilot took delivery of his airplane and flew it from Canada to the Romeo Airport in Romeo, Michigan, that same evening. The friend of the pilot spoke with the pilot's wife telephonically about 2130 that evening; the friend stated that the pilot's wife was departing her home to meet the pilot at the airport. The friend stated that the pilot had intended on flying from Romeo to Leesburg, Virginia, that evening so that he and his family could visit his aunt and uncle for the weekend.

The pilot was met by his wife and son at the Romeo Airport; all three boarded the airplane and departed about 2300. According to the FAA, there was no evidence indicating that the pilot had obtained a weather briefing or filed a flight plan for the flight.

At 2334, the pilot contacted Cleveland Approach Control and reported that he was "inbound" to the Loraine County Airport, Elyria, Ohio. Cleveland Approach Control cleared the airplane into the Class B airspace and provided advisory services. At 2344, Cleveland Approach Control attempted to contact the pilot several times without success. The airplane continued on to Elyria.

About midnight, the airplane arrived at the Loraine County Airport. According to a line serviceman at the airport, the airplane was "topped off" with 53 gallons of fuel while the pilot and his wife used the restrooms in the lobby. The line serviceman stated that the pilot "...looked a little tired." The pilot did not mention any airplane problems or personal physiological problems. The pilot then requested a quart of oil which he placed into the engine himself.

The line serviceman observed the pilot and his wife board the airplane, taxi back to the runway, and takeoff. He did not report anything unusual with the takeoff.

According to FAA air traffic control (ATC) transcripts, the pilot contacted Cleveland Approach Control again at 0040, on the day of the accident, upon departure from the Loraine County Airport. Cleveland Approach Control issued a transponder code and advised the pilot not to enter Class B airspace without a clearance. The airplane entered the Class B airspace without clearance, and the pilot was reprimanded by the controller at 0046. At 0048, the controller asked the pilot if he had weather radar on board. The pilot responded that he did not and the controller advised him of an area of precipitation in his vicinity. At 1249, N8685C was handed off to the Cleveland Air Route Traffic Control Center (ARTCC).

At 0051, the pilot contacted Cleveland ARTCC. The pilot was advised to "maintain VFR, altitude your discretion" and was asked his destination. The pilot responded with the three-letter identifier for the Leesburg Airport. The controller then asked the pilot if he was "navigating direct." The pilot responded that he was not.

At 0053, the controller then asked the pilot for the latitude and longitude for the destination. The pilot responded with "...I need the uh hold on one second here." The pilot never provided the latitude and longitude.

At 0102, Cleveland ARTCC provided a traffic advisory to N8685C and another airplane, call sign "Skibble 920," a Cessna 310. The transcripts revealed that the airplanes were about five miles from each other and headed in the opposite direction. N8685C was at 5,500 feet mean sea level (msl) and the Cessna 310 was at 5,000 feet msl.

The pilot of N8685C responded to the traffic advisory. This was his last recorded transmission. Two minutes later, at 0104, radio and radar communications were lost. No distress calls were received from the pilot.

The last recorded radar position of N8685C was at 5,300 feet msl and about three miles south of the Salem Airpark, Salem, Ohio. About the time of the loss of contact, the pilot of "Skibble 920" stated that he was "...VFR with light rain but there's pockets of heavy rain."

At 0104, local authorities in Salem, Ohio, received a phone call concerning an aircraft accident. Pieces of the accident airplane were found scattered along a path of about one mile. The fuselage was found about 1/4 mile south of the Salem Airpark.

According to a pilot living next to the Salem Airpark:

I was getting ready to go to bed (about 1:00 am) when I heard a loud sound for 2 to 3 seconds. It sounded like an airplane making a low pass - like the prop and throttle were full forward and the engine revving too high. The TV was on in the other room and I could hear the sound over the TV. Then, I head a loud 'THUD', then silence. I immediately looked out the window to observe the runway lights, thinking the pilot might want to land here. The [pilot-controlled] lights were not on.... Then, people immediately arrived at the airport, thinking a plane had crashed.

The accident occurred during the hours of darkness at 40 degrees 56 minutes 31 seconds North, and 80 degrees 51 minutes 58 seconds West.

Personnel information

The pilot, age 34, was a certificated private pilot with a rating for single-engine land airplanes. He was not rated for flight into instrument meteorological conditions. The pilot was issued an FAA Third Class Medical Certificate on November 18, 1992, with no waivers or limitations.

The pilot's logbook was recovered. The pilot had logged a total of 110 hours of flight time, including 12 hours at night, 5 hours in instrument conditions, and 14 hours in type. The accident flight was the sixth flight in a high-performance airplane since the pilot received instruction for high- performance airplanes, about one month prior to the accident.

Aircraft information

The airplane, a 1976 model Piper PA-32R-300, had been purchased by the pilot about six weeks prior to the accident. Records found in the wreckage indicated that the pilot intended on leasing the airplane to a fixed base operation near his home after it was repainted.

An examination of the aircraft maintenance records did not reveal any unresolved discrepancies prior to the accident flight. Logbook entries indicated that the airframe had accumulated a total of 6,153 flight hours. It had received an annual inspection on November 19, 1993, about 74 flight hours prior to the accident flight. The engine, a Lycoming IO-540, had also accumulated 6,153 total operating hours, including 83 hours since its last major overhaul.

Maintenance logbook entri