# NTSB CHI06FA275: Piper PA-28-140, N9714W, Kulm, ND, August 24, 2006 - Type: NTSB accident investigation - Classification: Accident · Fatal · Field investigation · Final report - Date: August 24, 2006, 12:32 local (17:32 UTC) - Place: Kulm, ND - Coordinates: 46.42889, -99.040832 - Nearby events: https://openairdocs.org/map.md?lat=46.4289&lon=-99.0408&mi=10 - Phase of flight: [Enroute](https://openairdocs.org/ntsb-phases/400) (OpenAirDocs' grouping) - Highest injury: Fatal - Injuries: 1 fatal - Status: Completed, report June 30, 2008 - Report: Approved by Office Director - Parties: Federal Aviation Administration, Fargo FSDO, Piper Aircraft Company, Inc., Textron Lycoming - NTSB case key (mKey): 64650 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=CHI06FA275 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/64650/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=64650 - Page: https://openairdocs.org/ntsb/CHI06FA275 ## Probable cause The non-instrument rated pilot's continued flight into instrument meteorological conditions which resulted in his inadvertent encounter with a thunderstorm and his loss of aircraft control. A factor to the accident was the thunderstorm. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - In flight encounter with weather, cruise - vfr flight into imc - continued, pilot in command (cause) - flight into adverse weather - inadvertent, pilot in command (cause) - weather condition - thunderstorm (contributing factor) - Loss of control - in flight, cruise - aircraft control - not maintained, pilot in command (cause) - In flight collision with terrain/water, descent - uncontrolled - terrain condition - water ## Analysis The non-instrument rated private pilot departed on a cross-country flight into an area of forecast instrument meteorological conditions with widely scattered thunderstorms, rain, fog and mist. The pilot did not request, nor was he provided any weather briefing services prior to or during the accident flight. Additionally, no flight plan information was filed for the accident airplane within 24 hours of the accident. According to aircraft radar track data, the accident airplane was cruising 200 - 500 feet above ground level while en route to the planned destination. Weather Surveillance Radar data for the area showed a mixture of thunderstorms and rain showers scattered along the planned route of flight. The aircraft radar track data was plotted on a weather radar image for the corresponding time period. This composite image showed the last two aircraft beacon returns were 3 to 5 miles northwest of a level-three thunderstorm. The data indicated that the convective cell was moving toward the northeast and intensifying around the accident time. Instrument meteorological conditions with light to moderate turbulence were associated with the convective cell. The accident site was located about 1.5 miles southeast of the last recorded aircraft beacon return. Examination of the recovered wreckage revealed no evidence of a pre-impact mechanical malfunction. A review of the airframe, engine and propeller records found no history of unresolved airworthiness issues. ## Factual narrative HISTORY OF FLIGHT On August 24, 2006, at 1232 central daylight time, a Piper PA-28-140 Cherokee, N9714W, piloted by a private pilot, was destroyed during impact with a slough near Kulm, North Dakota. Instrument meteorological conditions prevailed at the time of the accident. The personal flight was operating under the provisions of Title 14 Code of Federal Regulations Part 91 without a flight plan. The pilot was fatally injured. The flight departed Bismarck Municipal Airport (BIS), Bismarck, North Dakota, at 1123 and was en route to Fergus Falls Municipal Airport (FFM), Fergus Falls, Minnesota. According to Automated Flight Service Station data, the pilot did not request, nor was he provided any weather briefing services prior to or during the accident flight. Additionally, no flight plan information was filed for the accident airplane within 24 hours of the accident. At 1120, the pilot contacted Bismarck ground control requesting an eastbound departure. At 1123, he was cleared for takeoff on runway 13 and told to proceed on course toward FFM. At 1126, the pilot was cleared to change radio frequencies and he replied "good day, one four whiskey." No additional communications were received from the accident airplane. According to aircraft radar track data, the accident airplane was cruising 200 - 500 feet above ground level (agl) while en route toward FFM. Weather radar data for the area showed a mixture of thunderstorms and rain showers scattered along the planned route of flight. The aircraft radar track data was plotted on a weather radar image for the corresponding time period. This composite image showed the last two aircraft beacon returns were 3 to 5 miles northwest of a level-three thunderstorm. The accident site was located about 1.5 miles southeast of the last recorded aircraft beacon return. The flight was reported overdue on August 24, 2006, and the pilot and airplane were subsequently located on October 3, 2006, during a ground search. PERSONNEL INFORMATION According to Federal Aviation Administration (FAA) records, the pilot of N9714W, age 60, held a private pilot certificate with an airplane single-engine land rating. He was not instrument rated. The pilot's last aviation medical examination was completed on May 20, 2005, when he was issued a third-class medical certificate with the limitation "Not valid for any class after May 31, 2007." The pilot's most recent logbook entry was dated August 16, 2006, at which time he had accumulated 471.3 hours total flight time. Of that total, 395.3 hours were as pilot-in-command in single-engine land airplanes. He had accumulated 36.6 hours at night and 5.3 hours in simulated instrument conditions. His last flight review was completed on January 7, 2006, in a Piper PA-28-180 Cherokee. During the previous 90-days, 30-days, and 24-hours, the pilot had flown 19.6 hours, 6.5 hours, and 1.2 hours total flight time, respectively. All of the flight time accumulated during those periods was completed in the accident airplane. AIRCRAFT INFORMATION The accident airplane was a 1967 Piper PA-28-140 Cherokee, serial number 28-23190. The airplane incorporated a low-wing design with a fixed tricycle landing gear. The airplane had a certified maximum gross weight of 2,150 pounds and could accommodate four occupants. A Lycoming O-320-E2A reciprocating engine, serial number L-18899-27A, powered the airplane. The 150-horsepower engine provided power through a Sensenich 74DM6-0-58, fixed-pitch, two-bladed propeller. According to the maintenance logbooks, the most recent inspection was completed on August 17, 2005, at 4,717.12 total airframe hours. The engine was overhauled during this inspection. At the time of the accident, the airframe and engine had accumulated 63.82 hours since the annual inspection. A review of the airframe, engine and propeller records found no history of unresolved airworthiness issues. METEOROLOGICAL INFORMATION The departure airport (BIS) was equipped with an automated surface observing system (ASOS). The BIS ASOS reported the following weather conditions: At 1052, wind 100 degrees true at 12 knots; visibility 10 miles; overcast ceiling at 1,000 feet agl; temperature 22 degrees Celsius; dew point 19 degrees Celsius; altimeter setting 29.68 inches of mercury; remark - lightning distant west to northeast. At 1129, wind 040 degrees true at 8 knots; visibility 10 miles; thunderstorm activity in the area; broken ceiling at 1,600 feet agl; temperature 22 degrees Celsius; dew point 18 degrees Celsius; altimeter setting 29.71 inches of mercury; remarks - lightning distant north, thunderstorm began at 1127. The closest weather station to the accident site was at Jamestown Regional Airport (JMS), Jamestown, North Dakota, located about 40 miles north-northeast of the accident site. At 1256, the JMS ASOS reported the following weather conditions: Wind 100 degrees true at 13 knots; visibility 5 miles with light rain and mist; overcast ceiling at 500 feet agl; temperature 19 degrees Celsius; dew point 18 degrees Celsius; altimeter setting 29.70 inches of mercury. The accident location was within the boundaries of an advisory for instrument meteorological conditions. Instrument meteorological conditions were forecast along the route of flight, with widely scattered thunderstorms, rain, fog and mist. Weather Surveillance Radar data from Bismarck, North Dakota, and Aberdeen, South Dakota, indicated that the accident site was 3 to 5 miles northwest of a level-three thunderstorm when the accident occurred. The data indicated that the convective cell was moving toward the northeast and intensifying around the accident time. Instrument meteorological conditions with light to moderate turbulence were associated with the convective cell. WRECKAGE AND IMPACT INFORMATION The wreckage was found submerged in a slough about 10 miles northwest of Kulm, North Dakota. The wreckage was recovered prior to the arrival of the National Transportation Safety Board's investigator-in-charge and was examined at a nearby farmstead. The forward section of the fuselage was recovered with the engine and propeller. The center fuselage was recovered with the right wing attached. The left wing remained attached to the fuselage by flight control cables, which were cut to facilitate recovery. The leading edges of both wings were crushed aft. Both fuel tanks were ruptured and splayed open. Both ailerons remained attached to their respective wings. The flaps were fully retracted. The main landing gear remained attached to each wing. The nose landing gear remained attached to the forward fuselage. The empennage was separated from the fuselage just forward of the vertical stabilizer. The vertical stabilizer, rudder, and horizontal stabilator exhibited minor impact damage. The horizontal stabilator and rudder cables were cut to facilitate recovery. The engine was removed from the firewall for examination. The engine cylinders were contaminated with mud and water. Crankshaft continuity was confirmed to all pistons, rear gear assemblies, and the valve train. The crankshaft was rotated and thumb compression was observed at all cylinders. Both magnetos were water damaged and did not provide spark when rotated. The upper spark plugs were contaminated with water and mud. The propeller remained attached to the engine and was removed during the engine examination. Both propeller blades exhibited S-shape bending and abrasion of both the cambered and non-cambered sides. One blade was bent aft about 45-degrees and twisted toward low pitch. The blade tip was bent forward about 10 degrees. The second blade was bent aft about 75 degrees and twisted toward low pitch. The outboard 12 inches was bent forward about 25 degrees. The vacuum pump was dissembled, and its rotor and vanes were intact. The directional gyro and attitude indicator ## Aircraft - Registration: [N9714W](https://openairdocs.org/deregistered/N9714W-2007-05-08), registration cancelled 2007-05-08, S/N 28-23190, built 1967 (OpenAirDocs) - Reported make and model: Piper PA-28-140 - Registry model: [Piper PA-28-140](https://openairdocs.org/model/piper-pa-28-140) (registry code 7102802) (OpenAirDocs) - Registry engine: [Lycoming 0-320 series](https://openairdocs.org/engine/lycoming-0-320-series) (registry code 41508, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 28-23190 - Airframe hours: 4780.94 - Engines: Lycoming O-320-E2A 150 horsepower reciprocating - Damage: Destroyed - Flight: Personal, Part 91 - Airworthiness certificate: Standard, Normal - Last inspection: Annual, August 1, 2005, 63.82 hours before - Departed: BIS, Bismarck, ND - Destination: FFM, Fergus Falls, MN ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 60; injuries: fatal; private; airplane ratings: single-engine land; medical: class 3, with waivers/limitations; last flight review January 1, 2006; toxicology performed; flight hours: 471 total, 395 as pilot in command, 20 in the last 90 days, 7 in the last 30 days, 1 in the last 24 hours ## Weather - Conditions: Instrument (IMC), Day - Wind: 100° at 13 knots - Visibility: 5 statute miles - Lowest ceiling: 500 ft overcast - Temperature: 66 °F, dew point 64 °F - Altimeter: 29.70 inHg - Observed at: JMS, 40 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 20060824025609A](https://openairdocs.org/incident/20060824025609A), Aug 24, 2006: Piper PA28140, Kulm, ND, Destroyed, 1 fatal. (-23) On August 24, 2006, N9714W, a PA-28-140, piloted by [privacy data omitted] departed bismarck, north dakota airport without a flight plan and disappeared.… ## Other investigations on N9714W (3) 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. - [NTSB CHI02LA299](https://openairdocs.org/ntsb/CHI02LA299), Sep 30, 2002: Piper PA-28-140 (N9714W), Moorhead, MN, substantial damage. Probable cause: The inadequate fuel management by the certified flight instructor. - [NTSB CHI01LA143](https://openairdocs.org/ntsb/CHI01LA143), Feb 18, 2001: Piper PA-28-140 (N9714W), Detroit Lakes, MN, substantial damage. Probable cause: Altitude/clearance not maintained from the transmission wires during a low altitude flight/maneuver performed by the pilot. A factor to the accident was the transmission wires. - [NTSB CHI82DER05](https://openairdocs.org/ntsb/CHI82DER05), Oct 20, 1981: Piper PA-28 (N9714W), New York Mills, MN, substantial damage ## Docket (22 files) The files NTSB released with the investigation on June 25, 2008, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=64650. 33.2 MB in all. - Meteorology 5 - Factual Report of Group Chairman (item 1, .PDF, 720 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40269071&FileExtension=.PDF&FileName=Meteorology%205%20-%20Factual%20Report%20of%20Group%20Chairman-Master.PDF - Automated Flight Service Station (AFSS) Information (item 2, .PDF, 50 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40473143&FileExtension=.PDF&FileName=Automated%20Flight%20Service%20Station%20(AFSS)%20Information-Master.PDF - Bismarck (BIS) Air Traffic Control Transcript (item 3, .PDF, 68 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40296410&FileExtension=.PDF&FileName=Bismarck%20(BIS)%20Air%20Traffic%20Control%20Transcript-Master.PDF - Aircraft Radar Track Data Plot (item 4, .PDF, 16.2 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40296411&FileExtension=.PDF&FileName=Aircraft%20Radar%20Track%20Data%20Plot-Master.PDF - Aircraft Radar Track Data Source (item 5, .PDF, 15 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40296412&FileExtension=.PDF&FileName=Aircraft%20Radar%20Track%20Data%20Source-Master.PDF - Toxicological Report (item 6, .PDF, 70 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40473144&FileExtension=.PDF&FileName=Toxicological%20Report-Master.PDF - NTSB Interpretation of Blood Alcohol Levels (item 7, .PDF, 12 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40296414&FileExtension=.PDF&FileName=NTSB%20Interpretation%20of%20Blood%20Alcohol%20Levels-Master.PDF - Statement of Party Representatives to NTSB Investigation (item 8, .PDF, 62 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40296415&FileExtension=.PDF&FileName=Statement%20of%20Party%20Representatives%20to%20NTSB%20Investigation-Master.PDF - Release of Aircraft Wreckage, NTSB Form 6120.15 (item 9, .PDF, 68 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40296416&FileExtension=.PDF&FileName=Release%20of%20Aircraft%20Wreckage,%20NTSB%20Form%206120.15-Master.PDF - Photo 01. Wreckage Overview (item 10, .PDF, 1.2 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40296417&FileExtension=.PDF&FileName=Photo%2001.%20%20Wreckage%20Overview-Master.PDF - Photo 02. Wreckage Overview (item 11, .PDF, 1.2 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40296418&FileExtension=.PDF&FileName=Photo%2002.%20%20Wreckage%20Overview-Master.PDF - Photo 03. Empennage (item 12, .PDF, 1.4 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40296419&FileExtension=.PDF&FileName=Photo%2003.%20%20Empennage-Master.PDF - Photo 04. Empennage (item 13, .PDF, 1.2 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40296420&FileExtension=.PDF&FileName=Photo%2004.%20%20Empennage-Master.PDF - Photo 05. Right Wing (item 14, .PDF, 1.1 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40296421&FileExtension=.PDF&FileName=Photo%2005.%20%20Right%20Wing-Master.PDF - Photo 06. Right Wing (item 15, .PDF, 1.2 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40296422&FileExtension=.PDF&FileName=Photo%2006.%20%20Right%20Wing-Master.PDF - Photo 07. Left Wing (item 16, .PDF, 1.2 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40296436&FileExtension=.PDF&FileName=Photo%2007.%20%20Left%20Wing-Master.PDF - Photo 08. Cockpit (item 17, .PDF, 1.1 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40296437&FileExtension=.PDF&FileName=Photo%2008.%20%20Cockpit-Master.PDF - Photo 09. Engine Overview (item 18, .PDF, 1.2 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40296425&FileExtension=.PDF&FileName=Photo%2009.%20%20Engine%20Overview-Master.PDF - Photo 10. Engine Overview (item 19, .PDF, 1.3 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40296426&FileExtension=.PDF&FileName=Photo%2010.%20%20Engine%20Overview-Master.PDF - Photo 11. Engine Overview (item 20, .PDF, 1.3 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40296427&FileExtension=.PDF&FileName=Photo%2011.%20%20Engine%20Overview%0D%0A-Master.PDF - Photo 12. Propeller Overview (item 21, .PDF, 1.3 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40296428&FileExtension=.PDF&FileName=Photo%2012.%20%20Propeller%20Overview-Master.PDF - Photo 13. Propeller Overview (item 22, .PDF, 1.3 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40296429&FileExtension=.PDF&FileName=Photo%2013.%20%20Propeller%20Overview-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.