FTW94FA065

Before departing on a flight from galveston to tyler,Texas, the non-instrument rated pilot was advised that VFR flight was not recommended. Subsequently, the airplane crashed along the route near Ratcliff, Texas. Witnesses indicated that before the accident occurred, the aircraft was maneuvering in the area. According to them, there was an interuption in the sound of the engine, then it revved to a high power setting as the aircraft went into a dive & crashed. An exam of the wreckage revealed that an in-flight breakup of the aircraft occurred. Both horizontal stabilators & the outboard section of the right wing had failed. They were found about 400 feet short of where the main wreckage had impacted. About 28 miles east-southeast at lufkin, the weather was in part: 1200' broken, 4 miles visibility with haze, fog & drizzle. One witness estimated the airplane was flying at about 1000' AGL when he first saw it. The investigation did not verify whether the airplane was maneuvering above or below the base of the clouds before it broke up.

History of flight

On January 16, 1994, at 1258 central standard time, a Piper PA- 24-250, N6522P, was destroyed upon impact with terrain following a loss of control while maneuvering near Ratcliff, Texas. The private pilot and his two passengers were fatally injured. Visual meteorological conditions prevailed for the personal flight.

The non-instrument rated pilot received an abbreviated weather briefing at 0911 for a proposed VFR flight from Galveston to Tyler, Texas. The pilot was issued the requested weather for the flight and was advised that VFR flight was not recommended due to low ceilings and visibilities prevailing throughout southeast Texas. A departure time of 1122 was recorded by the UNICOM at the Galveston Airport.

Witnesses near the accident site observed the airplane "circling a large clearing within the Davy Crokett National Forest with the engine intermittently cutting out as if it was running out of fuel." One witness observed the airplane "in about a 45 degree nose down attitude with the engine operating at a very high pitch" prior to disappearing behind a tree line.

Personnel information

The pilot took his first flight lesson on January 1, 1989, in a Cessna 152. He first soloed on May 11, 1989, after 23.8 hours of dual instruction. He received his private pilot certificate on November 10, 1989, after he accumulated a total of 96.7 hours, of which 60.7 were dual.

Aircraft information

The 1959 model airplane was purchased by the pilot on November 9, 1993. The pilot flew with a certified flight instructor for 16 hours to qualify in the airplane. The airplane was serviced with 18.4 gallons of 100LL aviation fuel prior to departure from Galveston. A review of the airframe and engine records by the Federal Aviation Administration (FAA)inspector did not reveal any anomalies or uncorrected maintenance defects prior to the flight.

Wreckage and impact information

The wreckage ground scar was found on a measured heading of 170 degrees. A crater 60 inches deep, by 15 feet wide was found at the point of initial ground impact. An impression of the leading edge of the left wing was found on the right side of the wreckage.

Slash marks and broken limbs were found atop a nine foot tree located six feet from the center of the crater. Particles of windshield plexiglass, the top portion of the engine cowling, and the top portion of the throttle lever were found at the initial point of impact.

The propeller spinner was found buried 60 inches below ground level. The propeller assembly was found separated at the crankshaft flange.

The following aircraft components were found in a wooded area approximately 400 feet short of the initial point of impact: The outboard section of the right wing; both outboard sections of the horizontal stabilizers; the wing tip fairing for the right wing tip; the fiberglass tip fairing for the right horizontal stabilator; and a 14-inch section of the stabilator trim tab.

All flight controls were accounted for; however, due to the extent of damage, flight control continuity could not be established. See enclosed wreckage diagram for wreckage distribution details.

Medical and pathological formation

An autopsy and toxicological tests were requested; however, forensic personnel were unable to perform either one.

Test and research

Physical evidence demonstrated that both outboard sections of the horizontal stabilizers separated in an upwards and aft direction.

The outer portion of the right wing exhibited evidence of having separated in an upward and aft direction. Detailed examination of the airplane and engine at the accident site did not disclose any pre-impact mechanical problems.

Additional information

The wreckage was released to the owner's representative at the accident site.