FTW02FA036

At 2144, the pilot contacted air traffic control and requested visual flight rules (VFR) flight following to his destination. The flight was the final leg of a four-leg trip, which the pilot had begun approximately 1120 that morning. At 2220, the flight began a slow descent toward the destination airport. Radar data confirmed that the airplane executed a steady descent, and flew a straight line course toward Graham. The final radar return occurred 37 minutes later at an altitude of 3,000 feet (radar coverage is not available below 3,000 feet), 8 miles southeast of the Graham Municipal Airport. Two minutes after the final radar return, the pilot reported to air traffic control that the flight was two miles out, and he canceled VFR flight following. No further communications or distress calls were received from the airplane. The pilot did not request or receive updated weather from the air traffic controllers during the flight. According to witnesses who lived near the accident site, they heard an airplane flying low, observed dense fog and heard the sounds of an airplane crashing. According to the nearest weather reporting station, near the time of the accident, the temperature- dew point spread was within 2 degrees, visibilities were reduced to between 3 and 4 miles in fog, and the ceiling was decreasing from 600 feet broken to 400 feet overcast. At the time of the accident, the pilot's duty day exceeded 12 hours. Examination of the airframe revealed no preimpact anomalies and that the gear was extended and the flaps were retracted. Examination of both engines revealed evidence of power at the time of impact.

History of flight

On November 12, 2001, at 2324 central standard time, a Piper PA-31T1 twin engine airplane, N6134A, was destroyed when it impacted terrain during an approach to the Graham Municipal Airport, Graham, Texas. The airplane was registered to Cage Acquisitions Inc., of Graham, Texas, and was operated by the pilot. The instrument-rated private pilot, and his three passengers, sustained fatal injuries. Dark night instrument meteorological conditions prevailed, and a flight plan was not filed for the 14 Code of Federal Regulations Part 91 business flight. The cross-country flight originated from the Wharton Regional Airport, Wharton, Texas, at 2144, and was destined for the Graham Municipal Airport.

According to air traffic control transcripts, at 1123:17, the flight departed from Graham and flew to Wharton on an instrument flight rules (IFR) flight plan. The flight then departed Wharton and flew to Odessa, Texas. At 1703:40, the pilot was on the ground at Odessa and contacted the San Angelo Automated Flight Service Station (SGT AFSS). He requested an IFR weather briefing for a return flight from Odessa to Wharton, with an estimated departure time of 1800. The pilot was informed of the weather en route, which included a trough of low pressure over west Texas that was moving south from the northwest. At 1917:05, the pilot was still on the ground at Odessa due to late arriving passengers; he again contacted the SGT AFSS and requested an updated weather briefing for the flight from Odessa to Wharton. He was informed of the weather en route, which included weather at the Brazoria County Airport (36 miles southeast of Wharton), Angleton, Texas, which was reporting visibility 5 miles in mist and a one degree temperature dew point spread. Subsequently, at 1930 the flight departed for Wharton. At 2028:59, Houston Air Route Traffic Control Center (HOU ARTCC) requested that the flight verify altitude, and the pilot replied that they were at eighteen thousand, "but we're we got a problem our autopilot just went off for some reason." At 2032:10 the flight reported to HOU ARTCC that the problem had been corrected. No further anomalies were reported by the pilot or observed by air traffic controllers. During the approach into Wharton the pilot was issued current weather for the William P. Hobby Airport, Houston, Texas, (52 miles northeast of Wharton) which was reporting visibility seven miles and a two degree temperature dew point spread. Approximately 2110:00, the airplane arrived at Wharton.

The flight departed for the final leg from Wharton to Graham. At 2144:23, the pilot contacted the Houston Air Route Traffic Control Center (HOU ARTCC) while en route to Graham and requested visual flight rules (VFR) flight following. At 2220:30, the airplane was instructed to contact the Fort Worth ARTCC. At 2233:14, the pilot requested and was approved to begin a slow descent toward the Graham Municipal Airport. The radar data confirmed that the airplane executed a steady descent, and flew a straight line course toward Graham. The final radar return occurred at 2257:09 at an altitude of 3,000 feet (radar coverage is not available below 3,000 feet), 8 miles southeast of the Graham Municipal Airport. At 2259:06 the pilot reported to FTW ARTCC that the flight was two miles from Graham and he canceled VFR flight following. No further communications or distress calls were received from the airplane. The pilot did not request or receive updated weather from the HOU or FTW ARTCC controllers during this flight. This data confirms that the pilot's duty day exceeded 12 hours at the time of the accident.

One witness, who was located southwest of the airport, reported that at 2258 she heard the airplane fly "extremely low" over her house. She stated that the motor sounded rough, but not missing. The airplane flew two miles southeast of the airport, turned to the north, and flew east of the airport. The witness then heard the sounds of crashing.

A second witness, who was located approximately 5 miles west of the airport, reported that the airplane over flew her house approximately 2300. She did not see the airplane; however, it sounded "unusually low and slow." She added that fog existed at the time she heard the airplane over fly her house.

Another witness reported that, at a few minutes past 2300 he was preparing to retire for the evening and looked outside. He stated that there was dense fog. Approximately 20 minutes later he heard a "faint" crashing sound.

On Tuesday, November 13, 2001, concerned family members notified Young County law enforcement authorities that the airplane had not arrived at the Graham Municipal Airport. Subsequently, a search was initiated. The Young County Sheriff's Office, Graham Police Department, Graham Fire Department, Texas Parks and Wildlife Game Wardens, Civil Air Patrol, and numerous volunteers participated in a two-day search for the airplane. On Thursday November 15, 2001, at 1500, a search helicopter located the accident site 12 miles northeast of the airport.

Personnel information

The 66-year old pilot was issued a private pilot certificate on December 14, 1977. He held airplane single and multi-engine landing ratings and an instrument rating. The pilot was issued an FAA third class medical certificate on December 2, 1999, which stipulated that the pilot must wear corrective lenses while exercising the privileges of his airman certificate. On the application for that medical certificate, the pilot reported that he had accumulated a total of 4,849 hours. The pilot's logbook was not located during the investigation. According to a friend of the pilot, the pilot had previously flown other models of the PA-31. The pilot was employed by Cage Acquisitions Inc. to fly the accident airplane, and was also a constable in Young County, Texas.

The owner of Cage Acquisitions Inc., who was a passenger on the airplane, was also the owner of Tommy's Well Service, Inc. of Graham, Texas. The owner was an independent oilman residing in Graham.

The two additional passengers resided in Graham, and were doing business with Tommy's Well Service.

Aircraft information

The 1978 airplane was powered by two Pratt and Whitney PT6A-11 turboprop engines driving two constant speed, full feathering Hartzell propellers. The airplane's airframe, powerplant, and propeller logbooks were not located during the course of the investigation. Maintenance records were located and obtained from Crownair in San Diego, California, and Abilene Aero, Inc., in Abilene, Texas.

According to copies of maintenance logbook entries provided by Crownair, on August 7, 2001, the airframe, left engine (serial number 10010), and right engine (serial number 10007), underwent 100 hour inspections (event 1 and 2), in accordance with the Piper Progressive Inspection Program. Additionally, the 100 hour and 300 hour special inspection requirements were performed. At the time of the inspection the airframe and engines had accumulated a total of 3,240.3 hours, and both engines had accumulated a total of 889.3 hours since the last hot section inspection.

On October 9, 2001, the airplane was purchased by Cage Acquisitions, Inc.

According to copies of maintenance logbook entries, provided by Abilene Aero, Inc., between October 26, 2001, and November 9, 2001, the airplane underwent maintenance. A Garmin GNS-430 unit (serial number 97104092) was installed in the airplane, the ADF was replaced, the #2 VOR was repaired, the roll servo for the autopilot was replaced, the RNAV was repaired, and the DME was relocated in the cockpit. Additionally, a new right main outboard fuel cell and a right main fuel quantity transmitter were installed. At the time that the maintenance was performed, the airframe had accumulated a total of 3267.0 hours.

Aerodrome information

The Graham Municipal Airport (E15) is a