# NTSB FTW98FA044: Piper PA-34-200T, N2119D, Myton, UT, November 7, 1997 - Type: NTSB accident investigation - Classification: Accident · Fatal · Field investigation · Final report - Date: November 6, 1997, 19:04 local (Nov 7, 1997, 02:04 UTC) - Place: Myton, UT - Coordinates: 40.170593, -110.019622 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=40.1706&lon=-110.0196&mi=10 - Phase of flight: [Enroute](https://openairdocs.org/ntsb-phases/400) (OpenAirDocs' grouping) - Highest injury: Fatal - Injuries: 1 fatal - Status: Completed, report April 15, 1999 - Report: Approved by Office Director - NTSB case key (mKey): 20387 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=FTW98FA044 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/20387/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=20387 - Page: https://openairdocs.org/ntsb/FTW98FA044 ## Probable cause The pilot exceeded the design stress limits of the airplane which resulted in an in-flight airframe overload failure. A related factor was the dark night. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Airframe/component/system failure/malfunction, cruise - normal - horizontal stabilizer - overload (cause) - wing,spar - overload (cause) - light condition - dark night (contributing factor) - In flight collision with terrain/water, descent - uncontrolled - terrain condition - open field ## Analysis The pilot was on a return flight via the same route when the accident occurred. Recorded radar data revealed two transponder-equipped airplanes. The first target, the accident airplane, was tracked between 1902:51 and 1904:07, flying in a southeast-to-northwest direction at an encoded altitude of 12,600 feet mean sea level (msl). The second airplane, an unidentified aircraft squawking a transponder code of 1200, was tracked between 1907:00 and 1912:07, flying in a northwest-to-southeast direction at an encoded altitude of 13,600 feet msl. The unidentified airplane was estimated to have been 14 miles from the accident airplane at the time of the accident. At 1904, the accident airplane disappeared from the radarscope. No distress calls were received. Between 1906 and 1926, the controller tried to reestablish radio contact with the pilot, but to no avail. Search and rescue operations were initiated, and the wreckage was located the following afternoon. According to the metallurgist's factual report, the left wing, right horizontal stabilator, and vertical stabilizer spar fractures were 'consistent with overstress separations' and failed under 'negative loading.' There was no evidence of 'preexisting cracking such as fatigue or stress corrosion.' Dark night visual meteorological conditions prevailed at the time of the accident. ## Factual narrative HISTORY OF FLIGHT On November 6, 1997, at 1904 mountain standard time, a Piper PA-34-200T, N2119D, was destroyed when it broke up in flight and impacted terrain 15 miles south of Myton, Utah. The commercial certificated pilot, the sole occupant aboard, was fatally injured. Dark night visual meteorological conditions prevailed, and a VFR flight plan had been filed but had not been activated. The airplane, owned and operated by American Aviation, Inc., of Salt Lake City, Utah, was being operated as a non-scheduled domestic cargo flight under Title 14 CFR Part 135. The flight departed Grand Junction, Colorado, at 1829. According to American Aviation, the airplane departed Salt Lake City, Utah, approximately 0700, and flew to Grand Junction, Colorado. It left there approximately 1000 and flew to Durango, Colorado. The flight was returning to Salt Lake City via the same route when the accident occurred. The cargo consisted of undeveloped film, bovine milk specimens and human biological specimens. The operator said that this trip was made daily, and the pilot flew this trip every other day. Examination of the airplane trip log, however, showed the pilot had made the trip on November 3, 4, and 5. [According to FAA Regulations, the maximum duty period for single pilot Part 135 operations is 14 hours. No more than 8 hours may be flown in a 24 hour period. Minimum rest period is 10 hours. According to the FAA, the pilot did not exceed the flight and duty time limits. The operator does not maintain a dedicated rest area for its pilots at either airport. According to the Durango, Colorado, fixed base operator, transient pilots have use of the pilot lounge.] At 1828, the pilot of N2119D was cleared to taxi to runway 29 at Grand Junction, and cleared for takeoff at 1829. The pilot had filed a VFR flight plan, but never requested that it be activated. He contacted Denver Air Route Traffic Control Center (ARTCC) at 1843, and was identified on radar at a position 28 nm northwest of Grand Junction. Denver ARTCC provided the pilot VFR traffic advisories at 1847, 1849, 1851, and 1853. After being handed off, the pilot contacted Salt Lake City ARTCC at 1858 and advised he was at 12,500 feet msl. He was given the Vernal, Utah, altimeter setting. At 1904, the airplane disappeared from the radarscope. No distress calls were received. Between 1906 and 1926, the controller tried to reestablish radio contact with the pilot, but to no avail. Search and rescue operations were initiated, and the wreckage was located the following afternoon. The accident took place on the 158 degree radial and 9 miles from the Myton VORTAC. The GPS (Global Positioning System) location of the accident site was 39 degrees, 59 minutes, 9.2 seconds north latitude and 110 degrees, 4 minutes, 6.3 seconds west longitude. The accident site elevation was approximately 6,075 feet msl. CREW INFORMATION The pilot, Joel Robert White, age 30, was born on November 15, 1966. He held Commercial Pilot Certificate No. 528318666, dated October 26, 1994, with airplane single/multiengine land and instrument ratings. He held a Flight Instructor rating, dated February 20, 1994, endorsed for single engine airplanes and instruments. He also held a Ground Instructor rating, dated April 24, 1992, endorsed for instruments. His first class airman medical certificate, dated August 27, 1997, contained no restrictions or limitations. Prior to being employed by American Aviation in November 1995, Mr. White flew for a year as a charter pilot for L.A.B. Flying Service in Juneau, Alaska, and two years as a flight instructor for Instruction Unlimited in Phoenix, Arizona. His most recent proficiency check was accomplished in N8285Y, a Piper PA-28-181, on September 12, 1997. His previous proficiency check was accomplished in N2119D, the accident airplane, on February 11, 1997. Mr. White had been trained to, and demonstrated on this latter proficiency check, lower than standard takeoff minimums. Both proficiency checks were satisfactory. Mr. White's logbook was never located. The following flight times were taken from a resume submitted to American Aviation in October 1995, and the November 1995 and 1996 flight time summaries maintained by the company: OCTOBER '95 NOVEMBER '95 NOVEMBER '96 Total Time 1,576 1,620 2,584 Pilot-in-Command 1,500 Instructor Pilot 393 Cross-Country 1,041 1,500 2,011 Total Instrument 191 150 467 IFR (Hood) 108 76 128 IFR (Simulator) 65 60 207 IFR (Actual) 18 14 132 Total Night 81 120 253 Night Cross-Country 101 225 Multiengine 28 17 907 Single Engine 1,580 1,677 Previous 12 Months 900 963 Previous Month 40 52 According to FAA's Airman Medical Certification Branch, when Mr. White applied for his first class airman medical certificate on August 27, 1997, he estimated his total time to be 3,000 hours, of which he estimated 400 hours had been accrued in the previous six months. AIRCRAFT INFORMATION N2119D (s/n 34-7970026) was manufactured by the Piper Aircraft Corporation in 1979. It was equipped with Teledyne Continental TSIO-360-EB and LTSIO-360-EB engines (s/n 265744-R, left; 266272-R, right), each rated at 200 horsepower, and two Hartzell BHC-C2YF-20 2-blade, all metal, full feathering propellers (s/n AN 6978A, left; AN 6901, right). According to the airplane's maintenance records, the last annual inspection was performed on August 13, 1997, when the airplane had accrued 11,165.6 hours total time in service (4,972.3 hours Hobbs meter time). The last 100-hour inspection was performed on October 31, 1997, when the airplane had accrued 11,450.8 hours total time in service (5,257.5 hours Hobbs meter time). At that time, both engines had accrued 1,640.3 hours since major overhaul. The engines had been overhauled on July 29, 1996, when they had accrued 1,944:44 hours (airframe total time was 9,801.2 hours). After the accident, both engines were disassembled and examined. No preexisting discrepancies were found. On January 11, 1996, the airplane's transponder, altimeter and encoder, and pitot-static system were functionally checked and calibrated for IFR use. On September 12, 1997, the airplane was weighed. Its empty weight and center of gravity was 3,084.0 pounds and 85.15 inches aft of datum, respectively. On October 17, 1997, the KI-525A and KC-295B autopilot computer were removed and sent to the manufacturer for repair. According to the work order, the unit caused the "autopilot to track heading bug approx. 15 degrees to left." Corrective action was to "adjust the heading pickoff and align." On November 4, 1997, two days before the accident, the Hobbs meter was replaced when it read 5,273.1 hours. The airplane, at that time, had accrued 11,466.4 hours total time in service. At the accident site, the Hobbs meter was found to be extensively damaged. After extrapolation, it indicated 6.0 hours. METEOROLOGICAL INFORMATION According to data retrieved from the U.S. Naval Observatory, sunset occurred at 1712 and moonrise occurred at 1222. Moon phase was described as "waxing crescent with 38% of the Moon's visible disk." At 1856, 27 minutes after N2119D took off and 8 minutes before it disappeared from radar, the following weather observation was made at Grand Junction: WIND CALM; VISIBILITY 10 STATUTE MILES; SKY CLEAR; TEMPERATURE 5 DEGREES C.; DEW POINT -3 DEGREES C.; ALTIMETER 30.15 INCHES OF MERCURY. At the same time, Salt Lake City, its destination, reported the following weather observation: WIND 220 DEGREES AT 6 KNOTS; VISIBILITY 12 STATUTE MILES; SKY CLEAR; TEMPERATURE 8 DEGREES C.; DEW POINT 6 DEGREES C.; ALTIMETER 30.06 INCHES OF MERCURY. Winds aloft data was obtained from NTSB's staff meteorologist. At Grand Junction, the wind ## Aircraft - Registration: [N2119D](https://openairdocs.org/deregistered/N2119D-2011-06-28), registration cancelled 2011-06-28, S/N 34-7970026, built 1978 (OpenAirDocs) - Reported make and model: Piper PA-34-200T - Registry model: [Piper PA-34-200T](https://openairdocs.org/model/piper-pa-34-200t) (registry code 7103406) (OpenAirDocs) - Registry engine: [Continental TSIO-360 series](https://openairdocs.org/engine/continental-tsio-360-series) (registry code 17019, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 34-7970026 - Airframe hours: 11472 - Engines: Continental TSIO-360-EB 200 horsepower reciprocating - Damage: Destroyed - Flight: Part 135 - Registered owner: American Aviation, Inc. - Airworthiness certificate: Standard, Normal - Last inspection: 100 hour, October 31, 1997, 22 hours before - Departed: GJT, GRAND JUNCTION, CO - Destination: SLC, SALT LAKE CITY, UT - Flight plan: VFR ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 30; commercial; airplane ratings: single-engine land, multi-engine land; instrument ratings: airplane; medical: class 1, valid medical--no waivers/lim.; seat: left; toxicology performed; flight hours: 2,584 total, 1,500 as pilot in command ## Weather - Conditions: Visual (VMC), Night/dark - Wind: 220° at 6 knots - Visibility: 12 statute miles - Lowest ceiling: none - Temperature: 46 °F, dew point 43 °F - Altimeter: 30.00 inHg - Observed at: SLC, 126 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 19971106039939A](https://openairdocs.org/incident/19971106039939A), Nov 6, 1997: Piper PA34200T, Myton, UT, Destroyed, 1 fatal. Broke up inflight from overload of airframe. Phase not witnessed. Possible tail flutter. (.4) the pilot was on a return flight via the same route when the… ## Docket (22 files) The files NTSB released with the investigation on August 10, 1998, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=20387. 4.9 MB in all. - Supplement A (item 1, .PDF, 246 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40091425&FileExtension=.PDF&FileName=Supplement%20A-Master.PDF - Supplement B (item 2, .PDF, 355 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40091426&FileExtension=.PDF&FileName=Supplement%20B-Master.PDF - Supplement K (item 3, .PDF, 401 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40091427&FileExtension=.PDF&FileName=Supplement%20K-Master.PDF - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1/2 (item 4, .PDF, 1.3 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40369688&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1%2F2-Redacted.PDF - Wreckage Diagram (item 5, .PDF, 81 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40091429&FileExtension=.PDF&FileName=Wreckage%20Diagram-Master.PDF - FAA Form 8020-4-1 Aircraft Accident Report (item 6, .PDF, 185 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40091430&FileExtension=.PDF&FileName=FAA%20Form%208020-4-1%20Aircraft%20Accident%20Report-Master.PDF - Transcript of Radio Communications (item 7, .PDF, 119 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40369690&FileExtension=.PDF&FileName=Transcript%20of%20Radio%20Communications-Redacted.PDF - NTAP Data (item 8, .PDF, 158 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40091432&FileExtension=.PDF&FileName=NTAP%20Data-Master.PDF - Weather Data (item 9, .PDF, 442 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40091433&FileExtension=.PDF&FileName=Weather%20Data-Master.PDF - Metallurgist's Report (item 10, .PDF, 56 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40369702&FileExtension=.PDF&FileName=Metallurgist%27s%20Report-Redacted.PDF - Statement of Party Representatives to NTSB Investigation (item 11, .PDF, 73 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40369695&FileExtension=.PDF&FileName=Statement%20of%20Party%20Representatives%20to%20NTSB%20Investigation-Redacted.PDF - Toxicological Report (item 12, .PDF, 89 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40369696&FileExtension=.PDF&FileName=Toxicological%20Report-Redacted.PDF - Release of Aircraft Wreckage, NTSB Form 6120.15 (item 13, .PDF, 87 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40369697&FileExtension=.PDF&FileName=Release%20of%20Aircraft%20Wreckage,%20NTSB%20Form%206120.15-Redacted.PDF - Photo #1 - Left side of inverted fuselage. Separated left wing is in background. Cargo bags are at far left. (item 14, .PDF, 173 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40091438&FileExtension=.PDF&FileName=Photo%20%231%20-%20Left%20side%20of%20inverted%20fuselage.%20Separated%20left%20wing%20is%20in%20background.%20Cargo%20bags%20are%20at%20far%20left.-Master.PDF - Photo #2 - Right side of inverted fuselage. Parts of empennage have been reassembled at main impact site. (item 15, .PDF, 173 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40091439&FileExtension=.PDF&FileName=Photo%20%232%20-%20Right%20side%20of%20inverted%20fuselage.%20Parts%20of%20empennage%20have%20been%20reassembled%20at%20main%20impact%20site.-Master.PDF - Photo #3 - Separated left wing. (item 16, .PDF, 167 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40091440&FileExtension=.PDF&FileName=Photo%20%233%20-%20Separated%20left%20wing.-Master.PDF - Photo #4 - Close-up view of partial reconstruction of separated left wing. (item 17, .PDF, 171 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40091441&FileExtension=.PDF&FileName=Photo%20%234%20-%20Close-up%20view%20of%20partial%20reconstruction%20of%20separated%20left%20wing.-Master.PDF - Photo #5 - Left wing (inverted) spar fracture at the fuselage. (item 18, .PDF, 109 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40091442&FileExtension=.PDF&FileName=Photo%20%235%20-%20Left%20wing%20(inverted)%20spar%20fracture%20at%20the%20fuselage.-Master.PDF - Photo #6 - Lower spar cap fracture (left wing, inverted). (item 19, .PDF, 104 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40091443&FileExtension=.PDF&FileName=Photo%20%236%20-%20Lower%20spar%20cap%20fracture%20(left%20wing,%20inverted).-Master.PDF - Photo #7 - Upper spar cap fracture (left wing, inverted). (item 20, .PDF, 74 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40091444&FileExtension=.PDF&FileName=Photo%20%237%20-%20Upper%20spar%20cap%20fracture%20(left%20wing,%20inverted).-Master.PDF - Photo #8 - Right side of rudder. (item 21, .PDF, 159 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40091445&FileExtension=.PDF&FileName=Photo%20%238%20-%20Right%20side%20of%20rudder.-Master.PDF - Photo #9 - Trailing edge of rudder, showing twists, transfer, and scuff marks. (item 22, .PDF, 131 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40091446&FileExtension=.PDF&FileName=Photo%20%239%20-%20Trailing%20edge%20of%20rudder,%20showing%20twists,%20transfer,%20and%20scuff%20marks.-Master.PDF From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.