# NTSB CEN15LA077: New Piper PA 32R-301T, N3127R, Springfield, MO, December 12, 2014 - Type: NTSB accident investigation - Classification: Accident · Serious injuries · Limited investigation · Final report - Date: December 12, 2014, 17:29 local (23:29 UTC) - Place: Springfield, MO - Coordinates: 37.218055, -93.26583 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=37.2181&lon=-93.2658&mi=10 - Phase of flight: [Maneuvering](https://openairdocs.org/ntsb-phases/450) (OpenAirDocs' grouping) - Defining event: [Maneuvering-low-alt flying: Low altitude operation/event](https://openairdocs.org/ntsb-events/220) - Highest injury: Serious injuries - Injuries: 2 serious, 2 minor - Status: Completed, report June 20, 2017 - Report: Approved by Office Director - NTSB office: Central Region - Parties: Lycoming Engines, Hartzell Propeller, Inc., Piper Aircraft, Inc., FAA Kansas City FSDO - NTSB case key (mKey): 90498 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=CEN15LA077 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/90498/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=90498 - Page: https://openairdocs.org/ntsb/CEN15LA077 ## Probable cause The pilot’s decision to descend below the recommended altitude during approach for landing in night visual meteorological conditions, and his failure to see and avoid a lighted tower, which resulted in collision with the tower and a subsequent total loss of engine power. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Action: incorrect action sequence](https://openairdocs.org/ntsb-findings/02041020): Personnel issues › Action/decision · Pilot (probable cause); cases with it: [New Piper PA-32R-301T, 1 case](https://openairdocs.org/ntsb-findings/02041020/cases.md?model=7104308), [All aircraft, 77 cases](https://openairdocs.org/ntsb-findings/02041020/cases.md) - [Info processing/decision: decision making/judgment](https://openairdocs.org/ntsb-findings/02041520): Personnel issues › Action/decision · Pilot (probable cause); cases with it: [New Piper PA-32R-301T, 1 case](https://openairdocs.org/ntsb-findings/02041520/cases.md?model=7104308), [All aircraft, 3,098 cases](https://openairdocs.org/ntsb-findings/02041520/cases.md) - [Propeller system: propeller blade section](https://openairdocs.org/ntsb-findings/01046111): Aircraft › Aircraft propeller/rotor · Damaged/degraded (probable cause); cases with it: [New Piper PA-32R-301T, 1 case](https://openairdocs.org/ntsb-findings/01046111/cases.md?model=7104308), [All aircraft, 51 cases](https://openairdocs.org/ntsb-findings/01046111/cases.md) - [Light condition: dark](https://openairdocs.org/ntsb-findings/03036020): Environmental issues › Conditions/weather/phenomena · Effect on operation; cases with it: [New Piper PA-32R-301T, 1 case](https://openairdocs.org/ntsb-findings/03036020/cases.md?model=7104308), [All aircraft, 448 cases](https://openairdocs.org/ntsb-findings/03036020/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Maneuvering-low-alt flying: Low altitude operation/event](https://openairdocs.org/ntsb-events/220) (defining event); cases with it: [New Piper PA-32R-301T, 1 case](https://openairdocs.org/ntsb-events/220/sequence.md?model=7104308), [All aircraft, 780 cases](https://openairdocs.org/ntsb-events/220/sequence.md) - [Approach: Controlled flight into terr/obj (CFIT)](https://openairdocs.org/ntsb-events/120); cases with it: [New Piper PA-32R-301T, 1 case](https://openairdocs.org/ntsb-events/120/sequence.md?model=7104308), [All aircraft, 1,074 cases](https://openairdocs.org/ntsb-events/120/sequence.md) - [Post-impact: Part(s) separation from AC](https://openairdocs.org/ntsb-events/338); cases with it: [New Piper PA-32R-301T, 1 case](https://openairdocs.org/ntsb-events/338/sequence.md?model=7104308), [All aircraft, 563 cases](https://openairdocs.org/ntsb-events/338/sequence.md) - [Emergency descent: Attempted remediation/recovery](https://openairdocs.org/ntsb-events/060); cases with it: [New Piper PA-32R-301T, 1 case](https://openairdocs.org/ntsb-events/060/sequence.md?model=7104308), [All aircraft, 1,422 cases](https://openairdocs.org/ntsb-events/060/sequence.md) - [Emergency descent: Loss of engine power (partial)](https://openairdocs.org/ntsb-events/342); cases with it: [New Piper PA-32R-301T, 1 case](https://openairdocs.org/ntsb-events/342/sequence.md?model=7104308), [All aircraft, 1,858 cases](https://openairdocs.org/ntsb-events/342/sequence.md) - [Emergency descent: Loss of engine power (total)](https://openairdocs.org/ntsb-events/341); cases with it: [New Piper PA-32R-301T, 2 cases](https://openairdocs.org/ntsb-events/341/sequence.md?model=7104308), [All aircraft, 3,820 cases](https://openairdocs.org/ntsb-events/341/sequence.md) - [Emergency descent: Off-field or emergency landing](https://openairdocs.org/ntsb-events/440); cases with it: [New Piper PA-32R-301T, 1 case](https://openairdocs.org/ntsb-events/440/sequence.md?model=7104308), [All aircraft, 3,365 cases](https://openairdocs.org/ntsb-events/440/sequence.md) - [Post-impact: Cabin safety event](https://openairdocs.org/ntsb-events/110); cases with it: [New Piper PA-32R-301T, 1 case](https://openairdocs.org/ntsb-events/110/sequence.md?model=7104308), [All aircraft, 151 cases](https://openairdocs.org/ntsb-events/110/sequence.md) ## Analysis After descending through a cloud layer on an instrument approach in night conditions, the private pilot reached visual meteorological conditions, cancelled his instrument flight plan, and advised air traffic control that he was proceeding directly to the destination airport. The airplane was about 2 miles from the airport and flying at an altitude about 275 ft above airport elevation when it struck and damaged the top of a 367 ft-tall cellular tower. The airplane experienced a total loss of engine power and impacted trees and terrain in a residential area. Postaccident examination of the wreckage revealed no evidence of mechanical malfunctions or failures that would have precluded normal operation. Federal Aviation Administration guidance states that, while over a congested area, except when necessary for take-off or landing, the pilot of an airplane should maintain an altitude of 1,000 ft above the highest obstacle within a horizontal radius of 2,000 ft of the aircraft. Guidance also indicates that pilots should maintain an altitude of about 1,000 ft above airport elevation until entering the downwind leg of the traffic pattern. ## Factual narrative On December 12, 2014, about 1730 central standard time, a Piper PA-32-301T, single-engine airplane, N3127R, was substantially damaged after impacting an obstruction and terrain during an approach to landing at Downtown Airport (3DW), Springfield, Missouri. The pilot and one passenger were seriously injured and the other two passengers sustained minor injuries. The airplane was registered to PPG Properties, LLC; and was operated by Integrity Home Care, Inc.; both of Springfield, Missouri. Night low visual meteorological conditions (VMC) prevailed at the time of the accident and an instrument flight rules (IFR) flight plan had been filed for the 14 Code of Federal Regulations Part 91 business flight. The airplane had departed Lee's Summit Municipal Airport (LXT), Lee's Summit, Missouri, about 1620 and was destined for 3DW.The airplane had descended on an instrument landing system (ILS) approach to Springfield-Branson National Airport (SGF), Springfield, Missouri. After reaching VMC the pilot cancelled the IFR flight plan and advised he was proceeding direct to 3DW. The airplane was northeast bound flying at an altitude of 1,645 ft when it struck the top of a 367 ft tall cellular tower. The airplane was then about two miles southwest from 3DW. After a complete loss of engine power the airplane descended, impacted trees and terrain in a congested residential area, and came to rest upright. Several witnesses saw or heard the accident and immediately called 9-1-1 emergency. An examination of the 17 ft. tall lightning rod on top of the tower showed impact damage, which corresponded to impact, marks on the airplane and the propeller. The separated tips of all three propeller blades and the separated portion of the left flap were found on the ground near the base of the tower. Parts of the lightning rod and its mast were found wedged in the top of the tower structure. Police officers that responded to the tower location immediately after the accident reported that the white strobe light on the top of the tower was still operating. An examination of the airplane wreckage showed the tips of all three propeller blades were missing and there was impact damage on the left wing that breached the left wing fuel tank and penetrated from the leading edge all the way through to the front side of the spar of the left wing. There was a significant fuel spill at the scene, but no postimpact fire. The postaccident examination of the wreckage revealed no evidence of mechanical malfunctions or failures that would have precluded normal operation. At 1652 the automated weather observing system at SGF, located about 5 miles northwest from the accident location, reported wind from 180° at 6 knots, visibility of 10 miles, overcast clouds at 1,800 ft., temperature 11° C, dew point 7° C, with an altimeter setting of 30.26 inches of mercury. Data from the United States Naval Observatory indicated that sunset occurred at 1656, and the end of civil twilight occurred at 1725.According to the Federal Aviation Administration (FAA) Pilot's Handbook of Aeronautical Knowledge: Chapter 14, Page 14-28, instructions for operations at a nontowered airport are that the pilot should "Enter (the traffic pattern) in level flight, abeam the midpoint of the runway, at pattern altitude (then) maintain pattern altitude until abeam approach end of the landing runway on downwind leg (and) complete (the) turn to final at least ¼ mile from the runway". The FAA Airport/ Facility Directory, North Central U. S., indicated that 3WD was a non-towered airport with a field elevation of 1,375 ft. msl. The only runway was 11/28, which was an asphalt runway 4,037 ft. long by 50 ft. wide. Runway 11 was oriented to 108 degrees magnetic, and runway 28 was oriented to 288 degrees magnetic. The traffic pattern altitude for 3DW was not published. According to FAA Aeronautical Circular AC 90-66A "Recommended standard traffic patterns and practices for aeronautical operations at airports without operating control towers", Paragraph 8 (c): "It is recommended that airplanes observe a 1,000-ft. above ground level (AGL) traffic pattern altitude". ## Aircraft - Registration: [N3127R](https://openairdocs.org/deregistered/N3127R-2017-09-05), registration cancelled 2017-09-05, S/N 3257406, built 2005 (OpenAirDocs) - Reported make and model: NEW PIPER AIRCRAFT INC PA 32R-301T - Registry model: [New Piper PA-32R-301T](https://openairdocs.org/model/new-piper-pa-32r-301t) (registry code 7104308) (OpenAirDocs) - Registry engine: [Lycoming TI0-540 series](https://openairdocs.org/engine/lycoming-ti0-540-series) (registry code 41533, turbo-prop) (OpenAirDocs) - Category: Airplane - Serial number: 3257406 - Year built: 2005 - Airframe hours: 388 - Engines: Lycoming TIO-540-AH1A 300 horsepower reciprocating - Damage: Substantial damage - Flight: Business, Part 91 - Operator: Integrity Home Care, Inc. - Registered owner: Ppg Properties LLC - Airworthiness certificate: Standard, Normal - Last inspection: Annual, August 11, 2014, 25 hours before - Departed: LXT, LEE'S SUMMIT, MO - Destination: 3DW, Springfield, MO - Flight plan: IFR - Airport: 3DW, Downtown, runway 11, 4,037 × 50 ft, asphalt - Equipment: Onboard weather, Stall warning system, Auto-pilot, Electronic multifunction display, Electronic primary flight display ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 58; injuries: serious; private; airplane ratings: single-engine land; instrument ratings: airplane; medical: class 3, unknown; last flight review October 22, 2014; seat: left; restraint: 3-point; flight hours: 1,350 total, 18 in this make and model, 1,350 as pilot in command, 30 in the last 90 days, 15 in the last 30 days, 2 in the last 24 hours ## Weather - Conditions: Visual (VMC), Night - Wind: 180° at 6 knots - Visibility: 10 statute miles - Lowest ceiling: 1,800 ft overcast - Temperature: 52 °F, dew point 45 °F - Altimeter: 30.26 inHg - Observed at: KSGF, 6 nm away ## FAA reports on this event (1) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Accident 20141212023099A](https://openairdocs.org/incident/20141212023099A), Dec 12, 2014: Piper PA-32R-301T, Springfield, MO, Destroyed. The pilot conducted the ILS-14 at ksgf, then proceeded VFR at 1,700 MSL enroute to 3DW and struck a cellular antenna. The pilot then shut off the fuel valve… ## Docket (9 files) The files NTSB released with the investigation on April 27, 2017, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=90498. 7.7 MB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 615 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40451509&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Master.PDF - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (additional pages received on 12-29-2014) (item 2, .PDF, 559 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40451510&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1%20(additional%20pages%20received%20on%2012-29-2014)-Master.PDF - Passenger Statements (item 3, .PDF, 306 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40451511&FileExtension=.PDF&FileName=Passenger%20Statements-Master.PDF - Cockpit Displays Factual Report (item 4, .PDF, 5 photos, 1.3 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40451512&FileExtension=.PDF&FileName=Cockpit%20Displays%20Factual%20Report-Master.PDF - Cockpit Displays Factual Report - Attachment 1 (item 5, .CSV, 70 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40451513&FileExtension=.csv&FileName=Cockpit%20Displays%20Factual%20Report%20-%20Attachment%201-Master.csv - Maps (item 6, .PDF, 456 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40451514&FileExtension=.PDF&FileName=Maps-Master.PDF - Weather Summary (item 7, .PDF, 354 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40451515&FileExtension=.PDF&FileName=Weather%20Summary-Master.PDF - Photos (item 8, .PDF, 9 photos, 2.7 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40451516&FileExtension=.PDF&FileName=Photos-Master.PDF - Statement of Party Representatives to NTSB Investigation (item 9, .PDF, 1.3 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40451517&FileExtension=.PDF&FileName=Statement%20of%20Party%20Representatives%20to%20NTSB%20Investigation-Master.PDF From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.