# NTSB CHI07FA102: Piper PA-28-180, N8969J, Viburnum, MO, April 14, 2007 - Type: NTSB accident investigation - Classification: Accident · Fatal · Field investigation · Final report - Date: April 14, 2007, 08:43 local (13:43 UTC) - Place: Viburnum, MO - Coordinates: 37.71059, -91.119026 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=37.7106&lon=-91.1190&mi=10 - Phase of flight: [Enroute](https://openairdocs.org/ntsb-phases/400) (OpenAirDocs' grouping) - Highest injury: Fatal - Injuries: 3 fatal - Status: Completed, report July 30, 2008 - Report: Approved by Office Director - Parties: Piper Aircraft, Inc., FAA-St Louis FSDO - NTSB case key (mKey): 65580 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=CHI07FA102 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/65580/pdf - Page: https://openairdocs.org/ntsb/CHI07FA102 ## Probable cause The pilot's loss of aircraft control during cruise flight in instrument meteorological conditions. Factors contributing to the accident were turbulence and icing conditions. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Loss of control - in flight, cruise - aircraft control - not maintained, pilot in command (cause) - weather condition - turbulence in clouds (contributing factor) - weather condition - icing conditions (contributing factor) - In flight collision with object, descent - uncontrolled - object - tree(s) - In flight collision with terrain/water, descent - uncontrolled - terrain condition - ground ## Analysis The airplane was in cruise flight at 5,000 feet mean sea level (msl) on an instrument flight rules (IFR) flight plan prior to the accident. Radar track data indicated that the flight was on course toward the intended destination when radar contact and voice communications were lost. Communications had been routine to that point, and the pilot had not informed air traffic control of any difficulties regarding the flight. Witnesses reported hearing an airplane engine, and saw what appeared to be one or two objects exit the clouds near their location. They notified authorities, and a search located the accident site that evening. The site was about one-quarter mile from the final radar data point. A postaccident examination did not reveal any anomalies associated with a preimpact failure or malfunction. Weather data indicated that the flight was operating in instrument meteorological conditions at the time. The data was also consistent with in-flight icing and turbulence in the vicinity of the accident. IFR conditions prevailed near the accident site, with cloud tops reaching 10,000 feet msl or higher. The freezing level in the vicinity was about 5,000 feet msl, and a 70-percent probability of icing was predicted at that altitude. The pilot's logbook indicated that he had about 75 hours instrument flight time, including 5.7 hours in actual instrument conditions. He had completed an instrument proficiency check (IPC) about one month prior to the accident flight. During the 6-month period prior to the accident flight, he had logged 1.5 hours simulated instrument flight time, 3 instrument approaches and one holding procedure as part of the IPC. He had also logged 0.4 hours actual instrument time during that 6-month timeframe separate from the IPC. Because of the lack of any physical evidence suggesting a failure or malfunction of the airframe or engine, it is likely the pilot lost control of the airplane while flying in difficult instrument meteorological conditions that included icing and turbulence. ## Factual narrative HISTORY OF FLIGHT On April 14, 2007, about 0843 central daylight time, a Piper PA-28-180, N8969J, piloted by a private pilot, was destroyed during an in-flight collision with trees and terrain near Viburnum, Missouri. The personal flight was being conducted under 14 Code of Federal Regulations Part 91 on an instrument flight rules (IFR) flight plan. Instrument meteorological conditions prevailed in the vicinity at the time of the accident. The pilot and two passengers sustained fatal injuries. The flight departed Jefferson City Memorial Airport (JEF), Jefferson City, Missouri, about 0753. The intended destination was Northwest Alabama Regional Airport (MSL), Muscle Shoals, Alabama. The day prior to the accident, the pilot contacted Fort Dodge Automated Flight Service Station (AFSS) and requested a preflight weather briefing for the route from James G. Whiting Memorial Field Airport (MEY), Mapleton, Iowa, to Rolla National Airport (VIH), Rolla/Vichy, Missouri, and then to MSL. The pilot noted that they were on their way to Kendall Executive Airport near Miami, Florida, "by tomorrow sometime." The briefer advised the pilot of a weather system involving rain and thunderstorms in the vicinity of VIH. The pilot elected to amend his intended destination and filed a flight plan to Columbia Regional Airport (COU), Columbia, Missouri. The flight ultimately proceeded to JEF, reportedly because instrument charts were not available at COU. JEF was located about 13 miles south of COU. On the morning of the accident, at 0704, the pilot contacted Fort Dodge AFSS and requested a preflight weather briefing for the route from JEF to MSL. The pilot was advised of Aeronautical Meteorological Information (AIRMET) advisories for moderate turbulence and moderate icing conditions across the proposed route of flight. The briefer also informed the pilot of forecast convective activity across the route. The Federal Aviation Administration (FAA) Mizzu Terminal Radar Approach Control (TRACON) and Kansas City Air Route Traffic Control Center (ARTCC) provided radar track data for the accident flight. The initial radar data point was recorded at 0753:35 (HHMM:SS) and depicted the airplane northwest of JEF. The altitude associated with that data point was 800 feet mean sea level (msl); about 250 feet above ground level (agl). The data indicated that the flight proceeded on course toward the southeast and climbed to a cruise altitude of 5,000 feet msl. Air traffic control services were transferred to the Kansas City ARTCC about 0809. Radar track data indicated that the flight was approximately 21.7 miles southeast of JEF, at 5,000 feet msl. At 0826:08, the controller inquired about the flight conditions. The pilot replied, "pretty foggy ah can't see anything . . . but there's no turbulence." The pilot also noted there was no precipitation. The radar track data indicated the flight continued on course toward MSL at 5,000 feet msl. At 0842:59, the controller instructed the pilot to contact her on a different frequency and the pilot responded. At 0843:11, the controller again instructed the pilot to change radio frequencies; however, there was no response from the pilot. Over the following 42 seconds, the controller attempted to contact the flight two more times without success. At 0844:53, the controller broadcast, "November eight niner six niner juliet if [you] hear Kansas City center radar contact is lost." No further communications were received from the pilot. The final radar data point was recorded at 0843:30. There was no altitude information associated with the last data point. The airplane was about 40 miles west of the Farmington Very High Frequency (VHF) Omnirange (VOR) navigation station at that time. Prior to that, radar data points were recorded at 0842:42, 0842:54, 0843:06, and 0843:18. Altitude data associated with each of these points was 5,000 feet msl, 5,100 feet msl, 4,900 feet msl, and 5,000 feet, respectively. According to Kansas City ARTCC, the floor of radar coverage in the vicinity of the accident site was approximately 4,500 feet msl. The coverage floor increased to about 5,500 feet msl near the airspace boundary with Memphis ARTCC, which was about 20 miles south of Farmington VOR. Witnesses working at a nearby mine reported hearing the engine of an airplane and saw what appeared to be one or two objects exit the clouds near their location. They recalled weather conditions as cloudy and rainy. One witness noted there had been some sleet earlier in the morning. Another witness reporting hearing an airplane engine for 2 or 3 seconds and then it stopped abruptly. It seemed to fly overhead and estimated its altitude as 100 feet. He commented that the engine was not initially at full power, but it seemed to increase to full power prior to impact. He noted that it did not sound like there was any problem with the engine. He recalled the current conditions were a low overcast with a light mist. The witnesses notified local authorities and a search subsequently located the accident site about 1720 that evening. The site was located approximately 0.27 miles south-southwest of the final radar data point. PERSONNEL INFORMATION The pilot, age 49, held a private pilot certificate with single and multi-engine land airplane ratings, and an instrument airplane rating. His multi-engine rating was limited to visual flight rules (VFR) privileges only. The pilot was issued a third-class airman medical certificate on January 9, 2006, which included a limitation that he must have glasses in his possession. He successfully completed a flight review and an instrument proficiency check (IPC) on March 10, 2007. Prior to the accident flight, the pilot had logged 633 hours total flight time. Of that total, 587 hours were logged as pilot-in-command and 570 hours were in single-engine airplanes. According to the log, the pilot had accumulated 5.7 hours actual instrument flight time, 50.5 hours simulated instrument flight time, and 20.2 hours in a flight simulator. The pilot's most recent logbook entry was dated March 14, 2007, and noted 2.0 hours flight time. Within 90 days of the date of the accident, he had logged 12.6 hours flight time, including 1.5 hours simulated instrument time, 3 instrument approaches and one holding procedure. This instrument work was completed during the recent IPC. Within 6 months of the date of the accident, the pilot had logged 24.7 hours total flight time. This timeframe included the IPC, and an additional 0.4 hours actual instrument flight time and no additional approaches. The day prior to the accident, the pilot flew from MEY to COU. Based on information the pilot provided when he filed the flight plan, his flight time for the day prior to the accident was approximately 2.5 hours. AIRCRAFT INFORMATION The accident airplane was a 1966 Piper PA-28-180 Cherokee, serial number 28-2992. It was a single-engine, low-wing, four place airplane, configured with fixed, tricycle landing gear. A Lycoming O-360-A3A engine, serial number L-9158-36A, powered the airplane. The engine was a four cylinder, carbureted, normally aspirated design capable of developing 180 horsepower. Maintenance records indicated that an annual inspection was completed on November 7, 2006, at a recording tachometer time of 4,138 hours. Pitot static system and transponder inspections were accomplished on December 1, 2006. The records indicated that a communications radio was replaced on March 13, 2007. The recording tachometer indicated 4,180 hours at that time. METEOROLOGICAL INFORMATION The closest weather reporting facility to the accident site was at Farmington Regional Airport (FAM), Farmington, Missouri. FAM was located approximately 30 miles east of the accident site. At 0835, the FAM Automated Weather Observation System (AWOS) recorded: Winds from 010 degrees at 7 knots, 2- ## Aircraft - Registration: [N8969J](https://openairdocs.org/deregistered/N8969J-2018-01-17), registration cancelled 2018-01-17, S/N 28-2992, built 1966 (OpenAirDocs) - Reported make and model: Piper PA-28-180 - Registry model: [Piper PA-28-180](https://openairdocs.org/model/piper-pa-28-180) (registry code 7102808) (OpenAirDocs) - Registry engine: [Lycoming O&VO-360 series](https://openairdocs.org/engine/lycoming-o-vo-360-series) (registry code 41514, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 28-2992 - Airframe hours: 4188 - Engines: Lycoming O-360-A3A 180 horsepower reciprocating - Damage: Destroyed - Flight: Personal, Part 91 - Airworthiness certificate: Standard, Utility; Standard, Normal - Last inspection: Annual, November 1, 2006, 50 hours before - Departed: JEF, Jefferson City, MO - Destination: MSL, Muscle Shoals, AL - Flight plan: IFR ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 49; injuries: fatal; private; airplane ratings: single-engine land, multi-engine land; instrument ratings: airplane; medical: class 3, with waivers/limitations; last flight review March 1, 2007; seat: left; toxicology performed; flight hours: 633 total, 92 in this make and model, 587 as pilot in command, 15 in the last 90 days, 2 in the last 30 days, 2 in the last 24 hours ## Weather - Conditions: Instrument (IMC), Day - Wind: 10° at 7 knots - Visibility: 2.5 statute miles - Lowest ceiling: 600 ft broken - Temperature: 37 °F, dew point 37 °F - Altimeter: 29.80 inHg - Observed at: FAM, 30 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 20070414006309A](https://openairdocs.org/incident/20070414006309A), Apr 14, 2007: Piper PA28180, Viburnum, MO, Destroyed, 3 fatal. (-23) On April 14, 2007 at approximately 1257 UTC, the pilot [privacy data omitted], (pilot in command) departed jefferson city airport (kjef) for an intended… 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.