# NTSB CHI06FA094: Piper PA34-200T, N21RR, Branson, MO, March 20, 2006 - Type: NTSB accident investigation - Classification: Accident · Fatal · Field investigation · Final report - Date: March 20, 2006, 12:31 local (18:31 UTC) - Place: Branson, MO - Coordinates: 36.636112, -93.284164 - Nearby events: https://openairdocs.org/map.md?lat=36.6361&lon=-93.2842&mi=10 - Phase of flight: [Maneuvering](https://openairdocs.org/ntsb-phases/450) (OpenAirDocs' grouping) - Highest injury: Fatal - Injuries: 4 fatal - Status: Completed, report November 29, 2007 - Report: Approved by Office Director - Parties: FAA-Kansas City FSDO, Teledyne Continental Motors, Piper Aircraft Inc - NTSB case key (mKey): 63368 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=CHI06FA094 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/63368/pdf - Page: https://openairdocs.org/ntsb/CHI06FA094 ## Probable cause The pilot's failure to maintain sufficient airspeed, which resulted in an inadvertent stall/spin while maneuvering to return to the departure airport for landing after declaring an emergency for unspecified reasons. Additional factors were the low cloud ceiling (instrument conditions), the low altitude at the time of the inadvertent stall, the residential power transmission wire and the storage building. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - In flight collision with object, maneuvering - airspeed - not maintained, pilot in command (cause) - stall/spin - inadvertent, pilot in command (cause) - altitude - low, pilot in command (contributing factor) - weather condition - low ceiling (contributing factor) - object - wire,transmission (contributing factor) - object - building(nonresidential) (contributing factor) - In flight collision with terrain/water, descent - uncontrolled - terrain condition - ground ## Analysis The airplane impacted a transmission wire, single-story storage building, and terrain, while attempting to return to the departure airport after takeoff. Instrument meteorological conditions prevailed at the time of the accident. The airport manager reported that the accident airplane's takeoff appeared to be normal. After departure, the accident pilot was unable to establish radio communication with air traffic control (ATC). The controller described the airplane's transmissions as "weak and unreadable." Communications were subsequently relayed through a second aircraft on the ground at the departure airport waiting for a takeoff clearance. The accident pilot declared an emergency approximately 3 minutes after takeoff; however, he did not stated the nature of the emergency. Witnesses in the vicinity of the airport reported seeing the airplane in-flight prior to the accident. Two witnesses stated that they saw the airplane exit the clouds at a high rate of descent before it leveled off. One of them noted that the airplane's flight path was steady. Both of the witnesses lost sight of the airplane behind a ridgeline. Another witness reported the airplane flew past her residence, located on a ridge south of the airport at an "exceptionally low" altitude. She added that the engines were at a "very, very high throttle" setting. Regarding weather conditions at the time, the witness reported that it "was just like a big cloud over Branson," and that she could not see the city at the time. An off-duty airport firefighter, reported that he saw the airplane shortly before the accident. He stated that it appeared to be in normal flight, with the exception that it was low. He added that he didn't hear anything unusual and the propellers were turning. He reported that it was approximately 50 feet above ground level (agl) when it appeared to "stop in mid air," the airplane's tail "spun around" and then it "dropped straight down." He responded to the accident site but was unable to assist the occupants. A post accident fire subsequently consumed most of the aircraft and the storage building. The post accident airframe and engine examinations did not reveal any anomalies associated with a pre impact failure. Both engine propeller assemblies had separated from their respective engine crankshafts, and were located at the accident site. The fracture surfaces exhibited 45-degree shear planes consistent with torsional overload failures. The post accident fire consumed the left vacuum pump. The right vacuum pump exhibited thermal damage, however, upon disassembly, the rotor and vanes were intact. Ceilings at the accident airport were estimated at 400 - 800 feet agl, with the surface visibilities at 1 - 3 miles. Routine weather observations were not available for the accident airport. ## Factual narrative HISTORY OF FLIGHT On March 20, 2006, at 1231 central standard time, a Piper PA34-200T Seneca II, N21RR, piloted by a private pilot, was destroyed during an in-flight collision with a residential power transmission wire, a storage building and terrain, and subsequent post-impact fire, in Branson, Missouri. The personal flight was being conducted under 14 CFR Part 91 on an instrument flight rules (IFR) flight plan. Instrument meteorological conditions prevailed at the time of the accident. The pilot and three passengers sustained fatal injuries. The flight departed M. Graham Clark - Taney County Airport (PLK), Point Lookout, Missouri, about 1220. The intended destination was Lubbock Preston Smith International Airport (LBB), Lubbock, Texas. According to the airport manager, the accident airplane arrived at PLK on March 16th, four days prior to the accident. On the fixed base operator (FBO) registration form, the pilot requested that the airplane be "topped off" with 100 low lead aviation fuel for a Sunday morning departure. The airport manager reported that the pilot had attempted to depart on Saturday but subsequently decided not to do so. He commented that the airplane remained parked on the ramp on Sunday and that it "rained all day." The airport manager recalled that prior to departure on the morning of the accident, the accident pilot seemed "anxious" and "in a hurry." He commented that the pilot ran the engines for about 10 minutes before he shut down and returned to the terminal for a weather briefing. He reported he saw a portion of the takeoff, and that it appeared to be a normal takeoff, with the aircraft becoming airborne about mid-field. The pilot of a second aircraft, N566JC, reported observing the accident pilot at PLK prior to departure. He stated that the accident pilot's demeanor was "professional." He noted that he and his passengers boarded their aircraft and taxied out about the same time as the accident flight. He noted that the accident pilot obtained his clearance via the aircraft radios prior to engine start-up. The accident pilot requested that the clearance be read "slowly" because it was complicated. The pilot of N566JC subsequently observed the accident flight takeoff, and noted that the airplane rotated about 2,000 feet down the runway. At 0629 on the day of the accident, the pilot contacted the Forth Worth Automated Flight Service Station (AFSS) and informed the briefer that he was at PLK and interested in flying to LBB. The briefer provided the pilot with current and forecast conditions along the proposed route of flight. At 1040, the pilot contacted the Forth Worth AFSS for an updated briefing. The pilot noted that they had been there for a "couple of days" and the weather had been "at the very best non cooperative." The briefer provided current and forecast conditions along the proposed route of flight. The pilot filed an IFR flight plan from PLK to LBB, with a proposed departure time of 1200. At 1153, the pilot contacted the Columbia AFSS and requested updated weather conditions. The briefer provided the current conditions. At 1212, the accident airplane contacted Springfield Approach Control and requested an IFR clearance. The controller provided an IFR clearance from PLK to LBB. The flight was subsequently released at 1219. At 1222, the accident pilot informed Springfield approach that the flight was airborne. However, Springfield approach was unable establish clear communications with N21RR beginning with the initial radio call. The controller advised the pilot that transmissions were "extremely weak [and] almost unreadable." Communications were relayed through another aircraft, N566JC, during the flight. At 1225, N21RR declared an emergency, however, Springfield approach stated that transmissions were still "weak and unreadable." At 1226, N566JC relayed that N21RR was declaring an emergency and attempting to return to the airport. The pilot of the accident airplane did not state the nature of the emergency. No further communications were received from the accident airplane. At 1231, the FBO informed Springfield Approach of a report of a "downed aircraft." The report was subsequently confirmed to be N21RR. A Missouri State Trooper stated that he saw the accident airplane descend out of the clouds about 1 mile south of PLK. He commented he was stopped at a traffic light at the time. He noted that the airplane was "dropping hard and fast" as it exited the clouds. The flight path was initially southbound, however, the airplane was in a turn toward the west. He added that the airplane was steady and not erratic. The airplane subsequently descended behind a ridgeline. A witness located about 2 miles south of PLK stated she saw the airplane come "straight down" out of the clouds. She noted that the airplane pitched from the near vertical attitude to an approximate 45-degree nose down attitude as she watched it. It subsequently descended behind a ridgeline. The flight path appeared to be westbound and the airplane was not turning. Another witness reported seeing the airplane from her residence located on a ridge south of the airport. She stated the airplane was on a southerly course before it turned right at a point approximately over the highway in front of her house. She noted that the airplane was in a "gradual" descent at the time and that it proceeded in the direction of the City of Branson. The airplane descended below the ridgeline and into the valley over the College of the Ozarks. The airplane was "exceptionally low. She described the sound of the engines as at a "very high throttle" setting. Concerning the weather, she stated that it "was just like a big cloud over Branson" and she could not see the city. Another witness reported that she was approximately 1 mile from the accident site when she saw the airplane fly over "very low." She stated that it turned toward the north as she watched it and that she did not perceive any trouble with the airplane in flight, with the exception that it was unusually low. The engines sounded normal, just loud. She estimated the airplane's altitude as 100 -150 feet agl. An off-duty airport firefighter reported he saw the airplane flying northbound just before the accident. He stated that it appeared to be in normal flight, except that it was low. He added that he heard nothing unusual and that the propellers were turning. He recalled that the landing gear was up and he did not observe any smoke or flames at that time. He estimated that the airplane was about 40 - 50 feet agl. He stated that as he watched, the airplane appeared to "stop in mid air." The airplane "spun around" clockwise and "dropped straight down." He responded to the scene but was unable to assist the occupants. He added that a fire had started in the vicinity of the inboard leading edge of the wings and the cockpit. PERSONNEL INFORMATION The accident pilot held a private pilot certificate with single and multi-engine airplane ratings, and an instrument airplane rating. He held a third-class airman medical certificate issued on December 2, 2005. It included a limitation that the pilot must wear corrective lenses. The pilot's logbook was not recovered. At the time of his most recent medical certificate application, the pilot reported a total flight time of 3,175 hours, with 20 hours acquired in the preceding 6 months. AIRCRAFT INFORMATION The accident airplane was a Piper PA-34-200T, serial number 34-7770405. It was a low-wing, twin-engine airplane, with retractable tricycle landing gear. The standard airplane was configured to seat up to seven occupants, including the pilot. The airplane was powered by two TSIO-360 series Continental six-cylinder, reciprocating engines. They were fuel injected and turbo-charged, and each was rated at 200 horsepower. The left engine was a Continental model num ## Aircraft - Registration: [N21RR](https://openairdocs.org/deregistered/N21RR-2015-05-20), registration cancelled 2015-05-20, S/N 34-7770405, built 1977 (OpenAirDocs) - Reported make and model: Piper PA34-200T - Registry model: [Piper PA-34-200T](https://openairdocs.org/model/piper-pa-34-200t) (registry code 7103406) (OpenAirDocs) - Registry engine: [Continental TSIO-360 series](https://openairdocs.org/engine/continental-tsio-360-series) (registry code 17019, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 34-7770405 - Airframe hours: 3051 - Engines: Continental LTSIO-360EB 200 horsepower reciprocating; Continental TSIO-360EB 200 horsepower reciprocating - Damage: Destroyed - Fire: On-Ground - Flight: Personal, Part 91 - Airworthiness certificate: Standard, Normal - Last inspection: Annual, June 1, 2005 - Departed: PLK, Branson, MO - Destination: LBB, Lubbock, TX - Flight plan: IFR - Airport: PLK, M Graham Clark, runway 11, 3,739 × 100 ft, asphalt ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 71; injuries: fatal; private; airplane ratings: single-engine land, multi-engine land; instrument ratings: airplane; medical: class 3, with waivers/limitations; seat: left; toxicology performed; flight hours: 3,175 total ## Weather - Conditions: Instrument (IMC), Day - Wind: 100° at 13 knots - Visibility: 1 statute miles - Lowest ceiling: 100 ft overcast - Temperature: 37 °F, dew point 36 °F - Altimeter: 29.76 inHg - Observed at: HRO, 22 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 20060320003929A](https://openairdocs.org/incident/20060320003929A), Mar 20, 2006: Piper PA34200T, Branson, MO, Destroyed, 4 fatal. (-23) A pilot and three passengers on board seneca N21RR departed runway 11 at m. graham clark-taney county airport (plk), point lookout, MO, on an IFR flight… 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.