DFW08FA057

The pilot attempted to intercept an instrument landing system localizer three times without success. The pilot told Air Traffic Approach Control that he was having trouble performing a "coupled" approach and that he was trying to "get control" of the airplane. The airplane disappeared from radar, subsequently impacting a field and then a barn. The airplane came to rest in an upright position and a postcrash fire ensued. A review of radar and voice data for the flight revealed that during the three approach attempts the pilot was able to turn to headings and climb to altitudes when assigned by air traffic control. Postmortem toxicology results were consistent with the regular use of a prescription antidepressant, and the recent use of a larger-than-maximal dose of an over-the-counter antihistamine known to cause impairment. There were no preimpact anomalies observed during the airframe and engine examinations that would have prevented normal operation.

History of flight

On January 18, 2008, about 1230 central standard time, a single-engine turbo-prop Piper PA46-500TP airplane, N169CA, was destroyed during impact with terrain following a loss of control while on an instrument approach into the San Antonio International Airport (SAT), San Antonio, Texas. (Unless otherwise noted, all times in this report are central standard time based on a 24-hour clock.) The instrument rated private pilot, sole occupant of the airplane, was fatally injured. The airplane was registered to and operated by the pilot. Instrument meteorological conditions (IMC) prevailed throughout the area at the time of the accident. An instrument flight rules (IFR) flight plan was filed for the Title 14 Code of Federal Regulations Part 91 personal flight. The 140-nautical mile cross-country flight originated from the Waco Regional Airport (ACT), Waco, Texas, at 1102, with the San Antonio International Airport as its intended destination.

According to radar and voice data for the flight, the pilot attempted to intercept the SAT instrument landing system (ILS) localizer for runway 30L three times without success. The pilot reported that he was having trouble performing a "coupled" approach and that he was trying to "get control" of the airplane before the flight disappeared from radar at approximately 1227. The pilot was cleared for the first ILS approach at 1207.

An eyewitness, a retired Navy instructor pilot, located about one half mile northwest of the accident site, reported observing the accident airplane descending through the overcast about 1227. The airplane leveled off about 300 feet above ground level (AGL) and turned south on a compass heading of approximately 195 degrees. A couple of minutes later the witness observed the airplane heading north on an approximate heading of 15 degrees but at a "much slower" airspeed. The eyewitness then observed the airplane roll right wing down to an approximately 60 degree angle before the nose of the airplane fell through to an "extreme nose low attitude." After the airplane disappeared behind trees, the witness heard a crash and observed black smoke. The witness further stated, "The [airplane] exhibited a classic approach turn stall maneuver I had taught many times, but this time with no altitude to recover."

The airplane impacted in a field and subsequently a barn. There were two individuals working in the barn at the time of the accident; however, neither sustained injuries.

One individual in the barn was an aircraft mechanic. The mechanic reported hearing an airplane engine for approximately 30 to 60 seconds. He described the engine noise as getting progressively louder before he heard and felt an impact.

Personnel information

The pilot, age 65, held a private pilot certificate with ratings for airplane single-engine land and instrument airplane. His last Federal Aviation Administration (FAA) third-class medical was issued on October 2, 2007, with the limitation of, "Holder shall wear corrective lenses."

An examination of the pilot's logbook revealed that he had logged his first flying lesson on September 23, 2001. His first solo was on April 10, 2002, at which time he had accumulated 66 flight hours. The pilot attempted his private pilot check ride on August 6, 2003, with a logged time of 226 flight hours, of which 206 hours were listed as instructional flights. The log entry for this check ride was recorded as "incomplete."

The pilot's logbook further indicated an estimated total flight time of 1,049 hours; of which 608 hours were listed as instructional, and 58 hours were in turbo-prop airplanes including this make and model. The pilot logged 26 hours in the last 90 days and 5 in the last 30 days. His last noted flight review was completed August 29, 2007.

Records further revealed that of the 58 hours in type, the pilot had accumulated 51 hours of instruction including 7 hours of actual instrument time. The pilot had logged 7 hours of solo time in type of which none were in IFR conditions.

Aircraft information

The 2007-model Piper PA46-500TP, serial number 4697300, was a low wing, semi-monocoque airplane, with a retractable landing gear, and was configured for six occupants. The airplane was powered by a Pratt & Whitney Canada, PT6A-42A turbo-prop engine rated at 500 shaft horsepower, which was driving a four-bladed constant speed reversible Hartzell propeller.

The airplane's logbooks were not recovered during the course of the investigation. The following information was obtained from Piper Aircraft records, and work orders supplied by Cutter Aviation, located in Dallas, Texas.

The airplane was delivered to the pilot, with a 50-hour inspection on August 27, 2007, with 45.5 hours total time since the airplane was manufactured. Based on the pilot's logbook and maintenance work orders the airplane's total time at the time of the accident was estimated to be 111 hours.

Investigators reviewed the airplane's maintenance work orders. The airplane had repeatedly experienced pitch trim problems including on instance of a "runaway trim." The last work order, dated December 4, 2007, revealed two discrepancies. First, the pilot reported that while taxing, the airplane's co-pilot primary flight display (PFD) had gone blank. Second, the pilot had observed the airplane's pitch trim arbitrarily moving without input. Both discrepancies were signed off on December 4, 2007, as "no action taken." The work order noted that the PFD "started working and continued to do so" and that "upon relocating the aircraft from Waco to SAT, the trim system operated properly and on [a] subsequent trip it worked satisfactory."

According to the pilot's logbook, the pilot had flown the airplane approximately 7 hours since the completion of this work order.

A review of radar and voice data for the flight revealed that during the three approach attempts the pilot was able to turn to headings and climb to altitudes assigned by air traffic control (ATC). In addition, the autopilot was not required to fly the approach.

Meteorological information

At 1153, the automated surface observing systems (ASOS) at the San Antonio International Airport (SAT), San Antonio, Texas, located 16.5 miles northwest from the accident site, reported wind from 10 degrees at 7 knots, 1.5 miles visibility with light rain and mist, broken clouds at 800 feet, overcast clouds at 1,700 feet, variable ceiling of 600 feet to 1,200 feet, temperature 37 degrees Fahrenheit, dew point 36 degrees Fahrenheit, and a barometric pressure setting of 30.16 inches of Mercury.

At 1253, the ASOS at SAT, reported wind from 20 degrees at 9 knots, 1.5 miles visibility with light rain and mist, overcast clouds at 800 feet, variable ceiling of 700 feet to 1,200 feet.

At 1204, the ASOS at the Stinson Municipal Airport (SSF), San Antonio, Texas, located 6 miles southwest from the accident site, reported wind from 360 degrees at 10 knots, 2 miles visibility with light rain and mist, overcast clouds at 600 feet, variable ceiling of 400 feet to 1,000 feet, temperature 37 degrees Fahrenheit, dew point 36-degrees Fahrenheit, and a barometric pressure setting of 30.14 inches of Mercury.

At 1244, the ASOS at SSF reported, wind from 10 degrees at 6 knots, 3 miles visibility with light rain and mist, overcast clouds at 800 feet, variable ceiling of 500 feet to 1,100 feet, temperature.

Airport information

San Antonio International Airport was a controlled airport operating under class "C" classification airspace. The field elevation was 809 feet mean sea level (msl). Runway 30L was an 8,502 foot-long by 150 foot-wide concrete runway and was equipped with an instrument landing system (ILS).

Wreckage and impact information

The airplane's first point of impact was a farm field while on a heading of approximately 70 degrees. After the initial impact, the