# NTSB DFW06FA021: Piper PA-34-220T, N4171Z, Tomball, TX, November 6, 2005 - Type: NTSB accident investigation - Classification: Accident · Fatal · Field investigation · Final report - Date: November 6, 2005, 07:55 local (13:55 UTC) - Place: Tomball, TX - Coordinates: 30.066944, -95.548057 - Nearby events: https://openairdocs.org/map.md?lat=30.0669&lon=-95.5481&mi=10 - Phase of flight: [Approach](https://openairdocs.org/ntsb-phases/500) (OpenAirDocs' grouping) - Highest injury: Fatal - Injuries: 2 fatal, 1 minor; on the ground: 1 minor - Status: Completed, report March 26, 2007 - Report: Approved by Office Director - Parties: Housto, Texas - NTSB case key (mKey): 62778 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=DFW06FA021 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/62778/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=62778 - Page: https://openairdocs.org/ntsb/DFW06FA021 ## Probable cause The pilot's failure to maintain control of the aircraft while attempting to execute a missed approach procedure in weather that was below landing minimums. Contributing factors were the low ceiling, and the below approach landing minimums. ## Analysis The instrument rated commercial pilot lost control of the twin-engine airplane while attempting to execute a missed approach following a Localizer (LOC) approach to runway 17R while operating in instrument meteorological conditions that were below the prescribed minimums for the approach. The airplane impacted east of runway 17R near the airport boundary on a heading of 345 degrees. Radar data depicted that the airplane remained right of the approach course throughout the instrument approach, and showed the airplane begin a right turn at about 300 feet MSL, then turn to the left, and initiate a climb. The airplane continued to a heading of 105 degrees, with altitudes between 300 and 800 feet prior to beginning a descent. The airplane was observed to disappear into the clouds by tower personnel and was seen coming out of the clouds by witnesses at a high rate of descent with the left wing in a near vertical attitude. A witness stated that the airplane was at an altitude of 300-400 feet above the ground when it came out of the clouds. A second witness reported that he heard a low flying aircraft, and then observed a twin-engine airplane banking left out of the clouds, then level out, and appear to attempt to climb but was too low. A detailed examination of the wreckage of the airplane and the engines did not reveal any pre-impact mechanical anomalies. A weather observation taken approximately 2 minutes after the accident included a visibility 1 3/4 statue miles with mist, and an overcast ceiling at 300 feet. The approach minumums for LOC 17R requied a 500 foot or better ceiling, and at least one mile visibility. ## Factual narrative HISTORY OF FLIGHT On November 6, 2005, at 0755 central standard time, a twin-engine Piper PA-34-220T airplane, N4171Z, was destroyed upon impact with terrain following a loss of control after calling for a missed approach on the localizer approach (LOC) to Runway 17R at the David Wayne Hooks Memorial Airport (DWH), near Tomball, Texas. The instrument rated commercial pilot and his passenger were fatally injured. A passenger car was struck during the impact sequence and the driver sustained minor injuries. The airplane was owned and operated by the pilot. Instrument meteorological conditions (IMC) prevailed and an instrument flight rules (IFR) flight plan was filed for the Title 14 Code of Federal Regulations Part 91 personal flight. The flight originated from the Gillespie County Airport (T82) near Fredericksburg, Texas, approximately 1 hour and 12 minutes earlier. The airplane impacted terrain on airport property on a heading of 345 degrees with the left wingtip, then the main fuselage, before colliding with a power pole. The airplane then stuck the berm to an adjacent public road and impacted a passing vehicle. The airplane continued for an additional 260 feet before coming to rest in a dense line of vegetation parallel to the public road. In a written statement, an instrument rated pilot, employed by United Flight Systems described his observation as he was standing on the airport ramp. He reported that he "heard the airplane power-up as if going missed." He indicated that it was the usual full power, out of synch sound at first power up. However, it grabbed his attention almost immediately because the Doppler shift sounded wrong. He added that the usual missed approach sound was trailing down the runway and away from him, instead in this case "it appeared as if was coming directly towards him." The witness added that "he knew it was a dangerous situation, so he dropped the tow bar he was holding and waited for the situation to clarify in the event he had to run for cover." He further stated that "as the sound came closer, he heard the engines begin over speeding." The witness indicated that "it was the same sound one hears while doing power-on stalls when the prop blades stop biting the air and developing thrust." The witness added that the sound was still coming directly toward him. He remembers wondering if this was the "run for your life" stage. As he was about to do just that, there was a sudden shift in the sound so I knew the plane was close but not going to hit him. He looked up and out of the overcast appeared the Seneca about 300 feet above him. As the airplane broke out of the clouds, it was "wing down close to vertical and nose down." He stated that the airplane "broke-out pointed a little south of east, left wing almost straight down, turning hard to the left, and slipping." The witness used the term "dead-man spiral," because it was taught to him while he was an instrument student. He added that "it appeared to be a classic example of what he was taught." The witness further stated that the airplane "transitioned from it's initially observed attitude to less than a 45-degree bank" before he lost sight of the airplane about 20 feet above impact and to his north. The witness stated that he continued to watch the airplane to determine where to respond. He reported that he heard the airplane hit just beyond the adjacent hangars and saw debris go at least 40 feet into the air, including a vapor cloud. The witness then turned for his car, grabbed a large fire bottle from the hangar, and proceeded to the accident site. The driver of the vehicle involved in the accident reported that she was driving south on Stuebner Airline Drive when she noticed out of the right corner of her eye a small aircraft . She stated that she normally saw aircraft along this road as it is located on the west border of the road. The driver recalled the weather that morning was overcast with a low ceiling of clouds. She reported that she did not remember any haze or fog as she saw the plane quite clearly. In a written statement she stated "I noted that the plane was not over where I thought the runway should be, but rather the plane was more over the hangars just to the southwest of my car. I began to wonder if the airplane was going to make an emergency landing on the road because at this point I did not perceive that the plane was in danger of crashing. The nose of the plane appeared parallel to the ground if not modestly tilting toward the sky." The driver further stated that "the airplane did not appear to be flying normally at this point; from what I remember, it seemed to be trying to pull-up with the nose going up and the tail heading more toward the ground. Then the nose began to go toward the ground as the wings of the plane were going up and down." At this point the driver veered over to the northbound lane of the road in an attempt to slow the car down. The driver then stated that it was "my perception that the airplane was below the level of the power lines at the last moment that I remember, and the last thing that I remember prior to the crash, the airplane was still in the air, but the nose was heading toward the ground (likely the ditch) on the west side of the road." An additional witness, located approximately 150 yards to the south of the resting place of the main wreckage, reported that he first heard the sounds of an aircraft engines and thought it was coming from a twin-engine airplane that was taking off. The witness then stated that the engine noise was getting louder and sounded as if the airplane was getting closer to his location. He then observed the airplane break out of the cloud layer about 300 to 400 feet above him with "the left wing pointing down and appeared to be yawing to the left." He added that the airplane began to level its wings but was descending at a high rate of speed. The witness then stated that the airplane "began to pull up but it was too low." The witness lost sight of the airplane at about 10 to 15 feet above the ground. He heard the impact sound, jumped in his truck and drove to the accident site to offer assistance. INJURIES TO PERSONS The pilot and his passenger sustained fatal injuries due to the impact forces involved during the crash sequence. The female driver of a privately owned vehicle sustained minor injuries. OTHER DAMAGE There was minor damage to the upper fiberglass fairing of a parked semi-tractor. An electrical wooden utility pole was sheared about two feet above its base and a privately owned passenger vehicle was destroyed in the crash sequence. PERSONNEL INFORMATION Review of information on file with the FAA Airman's Certification Division, Oklahoma City, Oklahoma, revealed that the 55-year old pilot was issued a commercial pilot certificate, with ratings for airplane single engine land and instrument airplane. The pilot held a third-class medical certificate issued on September 15, 2005, with the limitation, "Must wear corrective lenses and possess glasses for near and interim vision." The pilot reported his total flight time was 1,783 hours on his FAA Form 8170.1, Airmen Certificate and/or Rating Application for commercial airplane multiengine rating dated October 18, 2005. Review of the pilot's logbook revealed the last recorded entry was on October 29, 2005. The pilot had logged 1,795.8 hours, with 350 hours of actual instrument at that time of which 41.1 hours and 3.9 hours actual instrument time were in the PA-34-220T. The pilot logbook indicated that 13.3 of those hours were as pilot in command with zero hours logged under actual instrument time. AIRCRAFT INFORMATION The 1998 model airplane, serial number 34490654, was certificated for single pilot operation, with seating for six occupants. All aircraft components were original equipment on the aircraft since new and showed a total time on th ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Loss of control - in flight, missed approach (ifr) - weather condition - low ceiling (contributing factor) - missed approach - initiated, pilot in command - aircraft control - not maintained, pilot in command (cause) - weather condition - below approach/landing minimums (contributing factor) - In flight collision with terrain/water, descent - uncontrolled - terrain condition - ground ## Aircraft - Registration: [N4171Z](https://openairdocs.org/deregistered/N4171Z-2013-09-12), registration cancelled 2013-09-12, S/N 3449065, built 1998 (OpenAirDocs) - Reported make and model: Piper PA-34-220T - Registry model: [Piper PA-34-220T](https://openairdocs.org/model/piper-pa-34-220t) (registry code 7103420) (OpenAirDocs) - Registry engine: [Continental TSIO-360 series](https://openairdocs.org/engine/continental-tsio-360-series) (registry code 17019, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 3449065 - Airframe hours: 472.2 - Engines: Teledyne Continental LTSI0360RB1B 220 horsepower reciprocating; Teledyne Continental TSI0360RB1B 220 horsepower reciprocating - Damage: Destroyed - Flight: Personal, Part 91 - Operator: V & R Enterprises, LLC, doing business as Personal - Registered owner: Robert J. Little - Airworthiness certificate: Standard, Normal - Last inspection: 100 hour, October 1, 2005 - Departed: T82, Fredericksburg, TX - Destination: DHW, Tomball, TX - Flight plan: IFR - Airport: DWH, David Wayne Hooks, runway 17R, 7,009 × 100 ft, asphalt ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 55; injuries: fatal; commercial; airplane ratings: multi-engine land, single-engine land; instrument ratings: airplane; medical: class 3, without waivers/limitations; last flight review October 1, 2005; seat: left; toxicology performed; flight hours: 1,796 total, 43 in this make and model, 1,713 as pilot in command, 66 in the last 90 days, 43 in the last 30 days, 1 in the last 24 hours ## Weather - Conditions: Instrument (IMC), Day - Wind: calm - Visibility: 1.75 statute miles - Lowest ceiling: 300 ft overcast - Temperature: 72 °F, dew point 72 °F - Altimeter: 30.04 inHg - Observed at: DHW, 1 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 20051106030749A](https://openairdocs.org/incident/20051106030749A), Nov 6, 2005: Piper PA34220T, Houston, TX, Destroyed, 2 fatal. (-23) The Piper seneca v was destroyed upon impact with terrain following a loss of control while on the LOC rwy 17R approach at the dwh airport. The 55 year… ## Docket (42 files) The files NTSB released with the investigation on December 26, 2006, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=62778. 90.2 MB in all. - ATC Package (item 1, .PDF, 13.6 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40457831&FileExtension=.PDF&FileName=ATC%20Package-Redacted.PDF - ATC Tower Operator Statement (item 2, .PDF, 171 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40270379&FileExtension=.PDF&FileName=ATC%20Tower%20Operator%20Statement-Redacted.PDF - ATC Tower Package (received late, April 16, 2007) (item 3, .PDF, 973 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40357206&FileExtension=.PDF&FileName=ATC%20Tower%20Package%20(received%20late,%20April%2016,%202007)-Redacted.PDF - Witness Statement (item 4, .PDF, 90 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40270378&FileExtension=.PDF&FileName=Witness%20Statement-Redacted.PDF - Witness Statement (item 5, .PDF, 18 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40270365&FileExtension=.PDF&FileName=Witness%20Statement-Redacted.PDF - Witness Statement (item 6, .PDF, 219 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40457832&FileExtension=.PDF&FileName=Witness%20Statement-Redacted.PDF - Witness Statement (item 7, .PDF, 16 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40270366&FileExtension=.PDF&FileName=Witness%20Statement-Redacted.PDF - Witness Statement (item 8, .PDF, 107 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40270431&FileExtension=.PDF&FileName=Witness%20Statement-Redacted.PDF - Witness Statement (item 9, .PDF, 60 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40270432&FileExtension=.PDF&FileName=Witness%20Statement-Redacted.PDF - Witness Statement (item 10, .PDF, 53 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40270433&FileExtension=.PDF&FileName=Witness%20Statement-Redacted.PDF - Wreckage Diagram (item 11, .PDF, 362 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40270380&FileExtension=.PDF&FileName=Wreckage%20Diagram-Master.PDF - Airport Diagram (item 12, .PDF, 144 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40270381&FileExtension=.PDF&FileName=Airport%20Diagram-Master.PDF - David Wayne Hooks LOC Approach Plate (item 13, .PDF, 323 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40270382&FileExtension=.PDF&FileName=David%20Wayne%20Hooks%20LOC%20Approach%20Plate-Master.PDF - Map of entire flight GPS plots (item 14, .PDF, 3.0 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40270403&FileExtension=.PDF&FileName=Map%20of%20entire%20flight%20GPS%20plots-Master.PDF - Maps last three GPS tracks (item 15, .PDF, 2.8 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40270400&FileExtension=.PDF&FileName=Maps%20last%20three%20GPS%20tracks-Master.PDF - Weather Reports and Records (item 16, .PDF, 36 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40270404&FileExtension=.PDF&FileName=Weather%20Reports%20and%20Records-Master.PDF - Transcript of Radio Communications (item 17, .PDF, 11 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40270405&FileExtension=.PDF&FileName=Transcript%20of%20Radio%20Communications-Master.PDF - Photo 1 From impact through distribution of wreckage (item 18, .PDF, 708 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40270417&FileExtension=.PDF&FileName=Photo%201%20%20From%20impact%20through%20distribution%20of%20wreckage-Master.PDF - Photo 2 Initial impact ground scars (item 19, .PDF, 808 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40270418&FileExtension=.PDF&FileName=Photo%202%20Initial%20impact%20ground%20scars-Master.PDF - Photo 3 Paint transfer from left wing tip on impact (item 20, .PDF, 727 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40270419&FileExtension=.PDF&FileName=Photo%203%20Paint%20transfer%20from%20left%20wing%20tip%20on%20impact-Master.PDF - Photo 4 Vehicle destoyed during impact sequence (item 21, .PDF, 687 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40270420&FileExtension=.PDF&FileName=Photo%204%20Vehicle%20destoyed%20during%20impact%20sequence-Master.PDF - Photo 5 Final resting place of main wreckage (item 22, .PDF, 857 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40270421&FileExtension=.PDF&FileName=Photo%205%20Final%20resting%20place%20of%20main%20wreckage-Master.PDF - Photo 6 Prop strikes during initial impact (item 23, .PDF, 870 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40270422&FileExtension=.PDF&FileName=Photo%206%20Prop%20strikes%20during%20initial%20impact-Master.PDF - Photo 7 Left Propeller Assembly (item 24, .PDF, 831 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40270423&FileExtension=.PDF&FileName=Photo%207%20Left%20Propeller%20Assembly-Master.PDF - Photo 8 Right Propeller Assembly (item 25, .PDF, 874 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40270424&FileExtension=.PDF&FileName=Photo%208%20Right%20Propeller%20Assembly-Master.PDF - Video File of crash scene. (item 26, WMV, 4.0 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40270426&FileExtension=wmv&FileName=Video%20File%20of%20crash%20scene.-Master - Reports from Parties to the Investigation - Piper Aircraft (item 27, .PDF, 684 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40457833&FileExtension=.PDF&FileName=Reports%20from%20Parties%20to%20the%20Investigation%20-%20Piper%20Aircraft-Redacted.PDF - Reports from Parties to the Investigation - TCM Air Safety (item 28, .PDF, 787 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40457834&FileExtension=.PDF&FileName=Reports%20from%20Parties%20to%20the%20Investigation%20-%20TCM%20Air%20Safety-Redacted.PDF - Reports from Parties to the Investigation Honeywell Equipment Exam (item 29, .PDF, 53 photos, 1.5 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40457837&FileExtension=.PDF&FileName=Reports%20from%20Parties%20to%20the%20Investigation%20Honeywell%20Equipment%20Exam-Redacted.PDF - Other Pertinent Forms and Reports TCM Left Engine Teardown (item 30, .PDF, 4.2 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40457839&FileExtension=.PDF&FileName=Other%20Pertinent%20Forms%20and%20Reports%20TCM%20Left%20Engine%20Teardown-Redacted.PDF - Other Pertinent Forms and Reports TCM Right Engine Teardown (item 31, .PDF, 4.2 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40457840&FileExtension=.PDF&FileName=Other%20Pertinent%20Forms%20and%20Reports%20TCM%20Right%20Engine%20Teardown-Redacted.PDF - Flight line systems Digital Display Monitoring Panel(DDMP)Stored Exceedance Data (item 32, .PDF, 3 photos, 286 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40270440&FileExtension=.PDF&FileName=Flight%20line%20systems%20Digital%20Display%20Monitoring%20Panel(DDMP)Stored%20Exceedance%20Data-Master.PDF - Other Pertinent Forms and Reports Skymap IIIC GPS memory dump (item 33, .PDF, 82 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40270442&FileExtension=.PDF&FileName=Other%20Pertinent%20Forms%20and%20Reports%20Skymap%20IIIC%20GPS%20memory%20dump-Master.PDF - Other Pertinent Forms and Reports NTAP radar data (item 34, .PDF, 917 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40270443&FileExtension=.PDF&FileName=Other%20Pertinent%20Forms%20and%20Reports%20NTAP%20radar%20data-Master.PDF - Toxicological Report (item 35, .PDF, 53 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40270444&FileExtension=.PDF&FileName=Toxicological%20Report-Master.PDF - Statement of Party Representatives to NTSB Investigation (item 36, .PDF, 88 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40357232&FileExtension=.PDF&FileName=Statement%20of%20Party%20Representatives%20to%20NTSB%20Investigation-Redacted.PDF - Release of Aircraft Wreckage, NTSB Form 6120.15 (item 37, .PDF, 32 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40357207&FileExtension=.PDF&FileName=Release%20of%20Aircraft%20Wreckage,%20NTSB%20Form%206120.15-Redacted.PDF - Item 1 Airframe Logs (item 38, .PDF, 9.7 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40457841&FileExtension=.PDF&FileName=Item%201%20Airframe%20Logs-Redacted.PDF - Item 2 Left Engine and Prop logs (item 39, .PDF, 9.0 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40457842&FileExtension=.PDF&FileName=Item%202%20Left%20Engine%20and%20Prop%20logs-Redacted.PDF - Item 3 Right Engine and Prop logs (item 40, .PDF, 8.7 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40457843&FileExtension=.PDF&FileName=Item%203%20Right%20Engine%20and%20Prop%20logs-Redacted.PDF - Item 4 Pilot Logs (item 41, .PDF, 17.3 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40457844&FileExtension=.PDF&FileName=Item%204%20Pilot%20Logs-Redacted.PDF - Item 5 Extracts from FAA Order 7110.65 (item 42, .PDF, 514 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40270452&FileExtension=.PDF&FileName=Item%205%20Extracts%20from%20FAA%20Order%207110.65-Master.PDF From the NTSB's public API. 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