# NTSB FTW02FA192: Piper PA-24-260, N8681P, Gorman, TX, June 30, 2002 - Type: NTSB accident investigation - Classification: Accident · Fatal · Field investigation · Final report - Date: June 30, 2002, 12:00 local (17:00 UTC) - Place: Gorman, TX - Coordinates: 32.260555, -98.708885 - Nearby events: https://openairdocs.org/map.md?lat=32.2606&lon=-98.7089&mi=10 - Phase of flight: [Enroute](https://openairdocs.org/ntsb-phases/400) (OpenAirDocs' grouping) - Highest injury: Fatal - Injuries: 4 fatal - Status: Completed, report September 1, 2004 - Report: Approved by Office Director - Parties: Textron Lycoming, New Piper Aircraft, Federal Aviation Administration - NTSB case key (mKey): 55079 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=FTW02FA192 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/55079/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=55079 - Page: https://openairdocs.org/ntsb/FTW02FA192 ## Probable cause The pilot's loss of control and the exceedence of the design limits of the airplane which resulted in an in-flight break-up. A factor was inadvertent VFR flight into IMC. ## 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 - inadvertent, pilot in command (contributing factor) - Loss of control - in flight, cruise - aircraft control - not maintained, pilot in command (cause) - Airframe/component/system failure/malfunction, descent - uncontrolled - design stress limits of aircraft - exceeded (cause) - horizontal stabilizer surface - overload - horizontal stabilizer surface - separation - wing - overload - wing - separation - In flight collision with terrain/water, descent - uncontrolled - terrain condition - ground ## Analysis The instrument-rated pilot lost control of the airplane, which experienced an in-flight break-up, after encountering instrument meteorological conditions (IMC) while on a visual flight rules (VFR) cross-country flight. There was no record of a weather briefing or air traffic control (ATC) communications for the accident airplane. Radar data, assumed to be that of the accident airplane, revealed it was climbing from 7,300 to 8,500 feet before descending rapidly to 4,700 feet, which was the altitude of the last radar return. The radar data depicted the airplane making a left turn followed by a right turn (the right turn took place during the rapid descent). The aircraft fuselage was located approximately 4,500 feet southwest from the last radar return. The wreckage was distributed along a 1.4-mile wreckage path. Weather radar data at the time of the accident was overlayed onto the ATC radar data. The combined information depicted the airplane flying through the leading edge of a precipitation cell that was in the area. The pilot's logbooks were not located, therefore, his instrument currency and experience was left undefined. No anomalies were noted with the airplane, engine, or its flight instruments that would have contributed to the accident. No distress calls were received from the airplane. ## Factual narrative HISTORY OF FLIGHT On June 30, 2002, approximately 1200 central daylight time, a Piper PA-24-260 single-engine airplane, N8681P, was destroyed following an in-flight breakup near Gorman, Texas. The airplane was registered to and operated by the pilot. The instrument-rated private pilot and three passengers sustained fatal injuries. Visual meteorological conditions prevailed, and a flight plan was not filed for the 14 Code of Federal Regulations Part 91 personal flight. The cross-country flight originated from the Lamesa Municipal Airport, Lamesa (2F5), Texas, stopped at the San Angelo Regional/Mathis Field (SJT), San Angelo, Texas, and at the Dublin Municipal Airport (9F0), Dublin, Texas, to pick up passengers. At 1145, the flight departed Dublin for the return flight to Lamesa. At 1150, a witness heard a low flying airplane, and one minute later he heard a "thud." The witness stated that the wind was blowing out of the southeast at 20 miles per hour and light rain and low clouds existed near the accident site. No radio or distress calls were received from the airplane. The Civil Air Patrol (CAP) received Emergency Locator Transmitter (ELT) signals at 1428, 1452, and 1522. At 1600, the CAP initiated a search, and at 2045, the accident site was located. Air traffic control (ATC) radar data was obtained from information recorded by the FAA. Between 1151:09 and 1154:10, the radar data depicted an airplane with a mode C transponder code "1200, " flying northwest and climbing from 7,300 feet to 8,500 feet. Radar plots showed that the airplane made a left turn followed by a right turn. The last three radar returns (while the aircraft was in the right turn), showed the airplane descending from 8,500, to 7,600 feet and 4,700 feet, respectively. The 4,700-foot radar return was the last recorded. The airplane's fuselage was located approximately 4,500 feet southwest of the last radar return. PERSONNEL INFORMATION The private pilot held single-engine land, multi-engine land and instrument airplane ratings. He held a valid third class medical certificate that was issued on January 11, 2000, with the limitation, "Must have available glasses that correct for near vision." The pilot's logbooks were not made available to the NTSB investigator-in-charge (IIC), but his last medical certificate application indicated he had accumulated a total of 7,900 flight hours. It is unknown whether the pilot was current in instrument flying, when his last biennial flight review took place, or how much instrument flight time he had accumulated. AIRCRAFT INFORMATION The 4-seat airplane (serial number 24-4129) was equipped with retractable landing gear, a constant speed propeller, and a 260-horsepower Lycoming IO-540-D4A5 engine (serial number L-21069-48A). The maintenance records were not located; however, a repair order for the aircraft's last annual inspection was obtained. The annual inspection was started on September 10, 2001, and was signed off on October 1, 2001. The repair order listed the airworthiness directives complied with, the emergency locator due date, and engine compression check results. No anomalies or repairs were listed. According to the repair order, the aircraft tachometer reading and aircraft total time was 5,090.0 hours. METEOROLOGICAL INFORMATION The nearest weather observation facility was located in Mineral Wells, Texas, which was approximately 50 statute miles northeast of the accident site. At 1207, the weather facility issued a special observation reporting the wind from the southeast at 13 knots gusting to 19 knots, visibility 5 statute miles in light rain and mist, and few clouds at 1,800 feet, broken clouds at 3,900 feet, and an overcast layer at 5,000 feet agl. The temperature was 72 degrees Fahrenheit and the dew point was 70 degrees Fahrenheit. The Abilene, Texas, weather observation facility, located approximately 70 miles west-southwest of the accident site, issued a weather report at 1152, which reported the wind from 140 degrees at 5 knots, visibility 10 statute miles, and broken clouds at 4,400 and 6,000 feet agl. The temperature and dew point were 73 and 72 degrees Fahrenheit, respectively. The altimeter setting was 30.08 inches of mercury. The ATC radar data was plotted along with weather radar data obtained from the Dyess Air Force Base NEXRAD (Next Generation Radar) facility. A review of the weather radar animation revealed precipitation moving through the accident area from the south-southeast to the north-northwest. An overlay of the radar track with the NEXRAD image showed that at the time of the accident, the airplane was positioned along the leading edge of a precipitation cell that was moving to the north. There was no record of a weather briefing for the accident airplane. WRECKAGE AND IMPACT INFORMATION The accident site was located at 032 degrees 15.643 minutes north latitude and 098 degrees 42.535 minutes west longitude. The wreckage was distributed along a linear path that measured 1.40 miles in length and was oriented from the southeast to northwest. Documentation of the wreckage path began with the fuselage, which was located at the southeast edge of the path. The main wreckage consisted of the propeller, engine, and fuselage from the cockpit aft to the tail cone. The fuselage came to rest inverted in a field against farm equipment. The main wreckage was compressed, measuring approximately 2 feet in height from the belly to the top of the fuselage. The cabin roof was separated from the fuselage. The fuselage, aft of the cabin, was folded over, coming to rest on the front fuselage belly and the remaining empennage remained lodged in the farm equipment. The right wing was separated outboard from the flap, and the left wing was separated outboard from the landing gear wheel well. The right and left main landing gears were found in the retracted position. Examination of the fuselage revealed the fuel selector was positioned on the right main fuel tank. The altimeter was broken and the face was recovered, displaying an altimeter reading of 1,380 feet with a Kollsman window setting of 30.08 inches of mercury. The airspeed indicator was recovered without its needles. The tachometer at the accident site read 5,104.39 hours. Examination of the left main spar section that remained attached to the fuselage revealed the lower spar cap was bent up and spar web was torn from the bottom to the top. The upper spar cap was bent aft. The separated spar cap sections displayed 45-degree sheer lips. The left aileron was separated from the left wing. Its balance weight remained attached and its control cables, though separated, displayed a broomstraw appearance. The outboard section of the left wing displayed paint transfers similar to those found on the vertical stabilizer. The left flap was recovered and was found separated into three main components. The outboard hinge attachment point had separated from the outboard section of the flap. The skin surrounding the hinge point was bent upward. Another separation, near the middle of the flap, displayed upward bending along with compression of the top flap skin. Examination of the right wing revealed the outboard section separated approximately 110 inches from the fuselage. The right wing fracture faces displayed irregular surfaces, and did not reveal any corrosion. The right outboard wing section was recovered near the left outboard wing section. The aileron control sector and attaching components were separated from the right wing, but remained attached to the aircraft fuselage via the control cables. The right aileron was separated from the outboard wing section and was fractured in two. The right flap remained attached to the right wing and appeared to be in the retracted position. Blue colored residual fluid, similar in smell and color to that of 100LL aviation gasoline, was found in ## Aircraft - Registration: [N8681P](https://openairdocs.org/deregistered/N8681P-2003-01-16), registration cancelled 2003-01-16, S/N 24-4129, built 1965 (OpenAirDocs) - Reported make and model: Piper PA-24-260 - Registry model: [Piper PA-24-260](https://openairdocs.org/model/piper-pa-24-260) (registry code 7102406) (OpenAirDocs) - Registry engine: [Lycoming IO-540 series](https://openairdocs.org/engine/lycoming-io-540-series) (registry code 41530, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 24-4129 - Airframe hours: 5090 - Engines: Lycoming IO-540-D4A5 260 horsepower reciprocating - Damage: Destroyed - Flight: Personal, Part 91 - Registered owner: Ronald N. Raney - Airworthiness certificate: Standard, Normal - Last inspection: Annual, October 1, 2001 - Departed: 9F0, Dublin, TX - Destination: 2F5, Lamesa, TX ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 64; injuries: fatal; private; airplane ratings: multi-engine land, single-engine land; instrument ratings: airplane; medical: class 3, valid medical--w/ waivers/lim; seat: left; toxicology performed; flight hours: 7,900 total ## Weather - Conditions: Visual (VMC), Day - Wind: 150° at 13 knots, gusting 19 - Visibility: 5 statute miles - Lowest ceiling: 3,900 ft broken - Temperature: 72 °F, dew point 70 °F - Altimeter: 30.12 inHg - Observed at: MWL, 50 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 20020630015109A](https://openairdocs.org/incident/20020630015109A), Jun 30, 2002: Piper PA24260, Gorman, TX, No damage, 4 fatal. (-23) On June 30, 2002, at 1150 CDT, a Piper PA-24-260, N8681P, owned by ronald neil raney, [privacy data omitted] had an accident while enroute to an unknown… ## Docket (37 files) The files NTSB released with the investigation on June 28, 2004, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=55079. 58.7 MB in all. - Witness Statements (item 1, .PDF, 858 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40450031&FileExtension=.PDF&FileName=Witness%20Statements-Master.PDF - Weather Reports and Radar (item 2, .PDF, 4.7 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40213652&FileExtension=.PDF&FileName=Weather%20Reports%20and%20Radar-Master.PDF - Radar Plot (item 3, .PDF, 33 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40213656&FileExtension=.PDF&FileName=Radar%20Plot-Master.PDF - Maps, Wreckage Diagrams (item 4, .PDF, 952 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40213657&FileExtension=.PDF&FileName=Maps,%20Wreckage%20Diagrams-Master.PDF - Manufacturer's Report (Engine) (item 5, .PDF, 470 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40450033&FileExtension=.PDF&FileName=Manufacturer%27s%20Report%20(Engine)-Master.PDF - Manufacturer's Report (Aircraft) (item 6, .PDF, 751 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40450036&FileExtension=.PDF&FileName=Manufacturer%27s%20Report%20(Aircraft)-Master.PDF - Maintenance Information (item 7, .PDF, 77 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40213660&FileExtension=.PDF&FileName=Maintenance%20Information-Master.PDF - Toxicological Report (item 8, .PDF, 117 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40450034&FileExtension=.PDF&FileName=Toxicological%20Report-Master.PDF - Statement of Party Representatives to NTSB Investigation (item 9, .PDF, 381 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40450035&FileExtension=.PDF&FileName=Statement%20of%20Party%20Representatives%20to%20NTSB%20Investigation-Master.PDF - Release of Aircraft Wreckage, NTSB Form 6120.15 (item 10, .PDF, 110 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40450037&FileExtension=.PDF&FileName=Release%20of%20Aircraft%20Wreckage,%20NTSB%20Form%206120.15-Master.PDF - Photo 01 Fuselage nose (Piper, No Negative) (item 11, .PDF, 1.9 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40213664&FileExtension=.PDF&FileName=Photo%2001%20Fuselage%20nose%20(Piper,%20No%20Negative)-Master.PDF - Photo 02 View of wreckage - right wing (Piper, No Neg) (item 12, .PDF, 2.1 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40213665&FileExtension=.PDF&FileName=Photo%2002%20View%20of%20wreckage%20-%20right%20wing%20(Piper,%20No%20Neg)-Master.PDF - Photo 03 Left wing separation (Piper, No Neg) (item 13, .PDF, 1.9 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40213666&FileExtension=.PDF&FileName=Photo%2003%20Left%20wing%20separation%20(Piper,%20No%20Neg)-Master.PDF - Photo 04 Vertical stabilizer separation (Piper, No Neg) (item 14, .PDF, 1.8 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40213667&FileExtension=.PDF&FileName=Photo%2004%20Vertical%20stabilizer%20separation%20(Piper,%20No%20Neg)-Master.PDF - Photo 05 Right flap (Piper, No Neg) (item 15, .PDF, 1.7 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40213668&FileExtension=.PDF&FileName=Photo%2005%20Right%20flap%20(Piper,%20No%20Neg)-Master.PDF - Photo 06 Right aileron bellcrank (Piper, No Neg) (item 16, .PDF, 2.0 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40213670&FileExtension=.PDF&FileName=Photo%2006%20Right%20aileron%20bellcrank%20(Piper,%20No%20Neg)-Master.PDF - Photo 07 Pitot tube (Piper, No Neg) (item 17, .PDF, 1.9 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40213671&FileExtension=.PDF&FileName=Photo%2007%20Pitot%20tube%20(Piper,%20No%20Neg)-Master.PDF - Photo 08 Engine (Piper, No Neg) (item 18, .PDF, 2.1 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40213672&FileExtension=.PDF&FileName=Photo%2008%20Engine%20(Piper,%20No%20Neg)-Master.PDF - Photo 09 Left wing layout (Piper, No Neg) (item 19, .PDF, 1.9 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40213673&FileExtension=.PDF&FileName=Photo%2009%20Left%20wing%20layout%20(Piper,%20No%20Neg)-Master.PDF - Photo 10 Left wing and flap (Piper, No Neg) (item 20, .PDF, 1.8 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40213674&FileExtension=.PDF&FileName=Photo%2010%20Left%20wing%20and%20flap%20(Piper,%20No%20Neg)-Master.PDF - Photo 11 Fuselage layout (Piper, No Neg) (item 21, .PDF, 1.9 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40213675&FileExtension=.PDF&FileName=Photo%2011%20Fuselage%20layout%20(Piper,%20No%20Neg)-Master.PDF - Photo 12 Right wing layout (Piper, No Neg) (item 22, .PDF, 1.8 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40213676&FileExtension=.PDF&FileName=Photo%2012%20Right%20wing%20layout%20(Piper,%20No%20Neg)-Master.PDF - Photo 13 Top side of right wing (Piper, No Neg) (item 23, .PDF, 1.7 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40213677&FileExtension=.PDF&FileName=Photo%2013%20Top%20side%20of%20right%20wing%20(Piper,%20No%20Neg)-Master.PDF - Photo 14 Vertical stabilizer and rudder (Piper, No Neg) (item 24, .PDF, 1.8 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40213678&FileExtension=.PDF&FileName=Photo%2014%20Vertical%20stabilizer%20and%20rudder%20(Piper,%20No%20Neg)-Master.PDF - Photo 15 Left horizontal stabilizer (Piper, No Neg) (item 25, .PDF, 1.8 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40213679&FileExtension=.PDF&FileName=Photo%2015%20Left%20horizontal%20stabilizer%20(Piper,%20No%20Neg)-Master.PDF - Photo 16 Right horizontal stab (Piper, No Neg) (item 26, .PDF, 1.8 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40213680&FileExtension=.PDF&FileName=Photo%2016%20Right%20horizontal%20stab%20(Piper,%20No%20Neg)-Master.PDF - Photo 17 Propeller (item 27, .PDF, 2.1 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40213681&FileExtension=.PDF&FileName=Photo%2017%20Propeller-Master.PDF - Photo 18 Propeller hub (Piper, No Neg) (item 28, .PDF, 1.9 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40213682&FileExtension=.PDF&FileName=Photo%2018%20Propeller%20hub%20(Piper,%20No%20Neg)-Master.PDF - Photo 19 Cockpit (Piper, No Neg) (item 29, .PDF, 1.9 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40213720&FileExtension=.PDF&FileName=Photo%2019%20Cockpit%20(Piper,%20No%20Neg)-Master.PDF - Photo 20 Fuel selector (Piper, No Neg) (item 30, .PDF, 2.0 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40213721&FileExtension=.PDF&FileName=Photo%2020%20Fuel%20selector%20(Piper,%20No%20Neg)-Master.PDF - Photo 21 Engine accessory section with vacuum pump removed (Piper) (item 31, .PDF, 2.0 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40213722&FileExtension=.PDF&FileName=Photo%2021%20Engine%20accessory%20section%20with%20vacuum%20pump%20removed%20(Piper)-Master.PDF - Photo 22 Vacuum pump (Piper, No Neg) (item 32, .PDF, 1.8 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40213725&FileExtension=.PDF&FileName=Photo%2022%20Vacuum%20pump%20(Piper,%20No%20Neg)-Master.PDF - Photo 23 Airspeed Indicator (Piper, No Neg) (item 33, .PDF, 1.8 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40213728&FileExtension=.PDF&FileName=Photo%2023%20Airspeed%20Indicator%20(Piper,%20No%20Neg)-Master.PDF - Photo 24 Altimeter Face (Piper, No Neg) (item 34, .PDF, 1.7 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40213729&FileExtension=.PDF&FileName=Photo%2024%20Altimeter%20Face%20(Piper,%20No%20Neg)-Master.PDF - Photo 25 Attitude Indicator - Disassembled (Piper, No Neg) (item 35, .PDF, 1.8 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40213730&FileExtension=.PDF&FileName=Photo%2025%20Attitude%20Indicator%20-%20Disassembled%20(Piper,%20No%20Neg)-Master.PDF - Photo 26 Attidute indicator gyro with scrapes (Piper, No Neg) (item 36, .PDF, 1.7 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40213731&FileExtension=.PDF&FileName=Photo%2026%20Attidute%20indicator%20gyro%20with%20scrapes%20(Piper,%20No%20Neg)-Master.PDF - Photo 27 Attitude indicator gyro housing scrapes (Piper, No Neg) (item 37, .PDF, 1.7 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40213732&FileExtension=.PDF&FileName=Photo%2027%20Attitude%20indicator%20gyro%20housing%20scrapes%20(Piper,%20No%20Neg)-Master.PDF From the NTSB's public API. 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