IAD05FA110

The private pilot reported that while on final approach to land at a private airport, a greater rate of descent developed than desired. He stated he increased engine power by a small amount, but didn't add more power because he didn't want the airplane to "porpoise." He also said he reduced the amount the flaps were extended. He indicated he saw a vehicle approaching from his left on the public road near the approach end of the runway, but thought the airplane would clear it. Moments later, the airplane struck the vehicle, fatally injuring its two occupants. Postaccident inspection disclosed no evidence of any preimpact mechanical anomalies with the airplane. According to FAA publication FAA-H-8083-3, The Airplane Flying Handbook, if an undershoot condition develops during the approach to land, power and pitch attitude should be increased to shallow the angle, but the pilot should not retract the flaps, as that will result in the airplane sinking even more rapidly. The public road where the vehicle was struck was 17.8 feet from the runway threshold. In order to comply with the FAA's recommended minimum of a 15-foot vertical obstruction clearance height, the threshold would have to be displaced approximately 300 feet from the road. The state in which the accident occurred is one of six nationwide that does not provide any regulatory oversight or inspection of private airports.

History of flight

On July 26, 2005, at 1552 eastern daylight time, a Piper PA-28-181, N59RK, was substantially damaged when it collided with a moving sport utility vehicle (SUV), on a public roadway, while on final approach to Joseph's Airport (DE49), Georgetown, Delaware. The driver and passenger of the SUV were fatally injured. The certificated private pilot, and the two passengers were seriously injured. Visual meteorological conditions prevailed, and no flight plan was filed for the local personal flight conducted under 14 CFR Part 91.

According to the pilot, the airplane departed DE49 for a sight seeing flight along the coastline. The flight proceeded at varying altitudes in-land of the Indian River Inlet Bridge to Bethany Beach, and then returned to DE49.

The pilot stated that during final approach to runway 33, the rate of descent appeared greater than he was comfortable with so he increased power, but did not make a large adjustment because he did not want the airplane to "porpoise." The pilot briefly saw a vehicle approaching from his left on the road, but expected that the airplane would clear it. He also stated that he was focused on the runway for the landing and that the collision was "firm" and a "surprise."

Personnel information

The pilot held a private pilot certificate with a rating for airplane single-engine-land. His most recent Federal Aviation Administration (FAA) third-class medical certificate was issued on November 9, 2005. According to his pilot logbooks, he had accrued 337 total hours of flight experience, and 244 hours in the accident airplane make and model.

Aircraft information

The aircraft was a single-engine, four-place airplane manufactured in 1995. The airplane's most recent annual inspection was completed on October 17, 2004, and at that time it had accumulated 750.5 total hours of operation.

Meteorological information

The reported weather at Sussex County Airport (GED), Georgetown, Delaware, 3 nautical miles north of the accident site, at 1554, included: calm winds, 10 miles visibility, skies clear below 12,000 feet, temperature 93 degrees Fahrenheit, dew point 66 degrees Fahrenheit, and an altimeter setting of 29.86 inches of mercury.

Airport information

Both jet powered and propeller driven airplanes operated into and out of Joseph's Airport. It had one runway, oriented in a 33/15 configuration. The runway was asphalt, and in good condition. The total length of the runway was 4,564 feet, and its total width was 60 feet. The approach end of runway 33 was 17.8 feet from the edge of the westbound lane of county road 432.

Additionally, another public use roadway in close proximity to the departure end of the runway, and trees about 60 feet in height were located approximately 900 feet from the runway end and approximately 100 feet from both sides of the runway.

A review of Sectional Charts and aerial photographs taken on May 2, 1968 revealed that at one time the runway was turf-covered and 3,400 feet long. Between the times the photographs were taken in 1968 and in 1992, the runway had been lengthened, widened and paved. No displaced threshold or standardized runway markings were present on either runway.

A Delaware Department of Transportation (DelDOT) contractor conducted a survey of both runway ends on July 27, 2005. Measurements taken by the contractor showed that in order to establish the FAA recommended 20-to-1 obstacle clearance plane to the runway, as depicted in the Air Transportation Inspector's Handbook, FAA Order 8400.10, the threshold for runway 33 would need to be displaced approximately 300 feet. This would assure a 15-foot clearance height above the public use roadway. The threshold for runway 15 would need to be displaced approximately 1,334 feet in order to provide the recommended obstacle clearance of the trees on the approach end of the runway.

Wreckage and impact information

The Vehicle

The vehicle involved was a 1991 GMC S-15 sport utility vehicle. It was blue in color. Its curb weight was approximately 3,776 pounds, and its height was about 64 inches.

The SUV was traveling in the eastbound lane of County Road 432 directly adjacent to runway 33, when it was struck by the airplane. County Road 432 was a state maintained, two-lane asphalt roadway, with one lane for westbound traffic and one lane for eastbound traffic, and was bordered by grassy areas. In the area of the collision, the roadway curved slightly to the right for eastbound traffic. Solid yellow double lines separated the travel lanes. In addition, black on yellow signs advising of "low flying aircraft" were posted 580 feet east and 169 feet west of the runway.

Examination of the roadway revealed skid marks from the SUV that crossed the midpoint of the roadway, along with scrape marks and gouges that indicated the general direction of travel for both the airplane and the SUV. Evidence of fuel spillage was present in the form of a pooling mark that was approximately 33 feet long by 5 feet wide, and located in the westbound lane. Multiple white colored paint chips were present in the eastbound travel lane and grassy area immediately south of the roadway.

Ground scarring at the accident site led from the impact point through a break in a white vinyl fence to the SUV, on a heading of 025 degrees magnetic. The ground scarring stopped at the approximate location where the SUV came to rest. The SUV was on its left side 20 feet east of the approach end of runway 33 and it was consumed by a fire.

Examination of the SUV revealed a vertical depression, approximately midway along its right side, extending from the running board to the top of the roof. Propeller strikes, measured at a 42-degree angle to the SUV's longitudinal axis, were visible on both a radiator support member and the engine compartment hood. A 6-inch by 12-inch triangular section of the left forward portion of the hood was located in the grass by the end of the runway, and its inner edge, which exhibited a propeller cut line, corresponded to the propeller strike mark on the SUV's hood.

The Airplane

A portion of the left wing root, along with the pilot's storm window, were located close to where the SUV came to rest.

Examination and measurements of the asphalt runway revealed that propeller gouge marks, scrapings, tire marks, and fuel discoloration marks were present for 110 feet on an approximate heading of 360 degrees. This was measured from the edge of the pavement of runway 33 and -led up to the main wreckage of the airplane.

The main wreckage of the airplane, came to rest against the white vinyl fence, 154 feet north of the initial impact point with the SUV, on a heading of 320 degrees.

Damage to both the leading edge and wing root area of the left wing corresponded to the pillar and roofline on the right side of the SUV. Visible blue colored paint transfer marks were evident. An approximate- 2-foot by 1-foot scrape mark was also observed below the left window line, forward of the wing root, that corresponded to the radius of the forward roofline windshield pillar junction of the SUV. The empennage, which included the vertical stabilizer, horizontal stabilator, and the rudder, were also examined. The left portion of the horizontal stabilator also displayed impact damage along the leading edge for an approximately 2-foot length, and was partially separated from the airframe.

Examination of the flight and trim control cables, runs, and associated hardware did not reveal any evidence of a preexisting jam or failure. Control continuity was established for all control surfaces. Flap panel positions differed in extension positions, and the internal flap drive mechanism and flap panels exhibited deformation and impact damage.

The fuel tanks were compromised; however, approximately 5 gallons of fuel was still present in the right tank.

The landing gear exhibited differing degrees of damage t