MIA01FA060

The flight proceeded VFR, without a flight plan, until a location about 40 miles southwest of the destination airport. Due to weather at the destination, the pilot filed and was given an IFR clearance. He was cleared to descend to 3,000 feet, proceed to the initial approach fix for the ILS runway 20 approach, and subsequently cleared for the approach, via the published procedure turn. The minimum altitude for the procedure turn was 1,600 feet. According to the controller's statement, he requested an altitude report from the pilot, and had to advise him his "assigned altitude was 3,000…..he was at various altitudes from 2,000 to 2,700." The last radar plot at 1823:47, showed the flight was at 2,100 feet, still in the procedure turn, when radar and radio communications were lost. The airplane struck wires about 35 feet above the ground, about 11.5 miles north of the airport. The pilot had accumulated a total of 4,015 total flight hours, all in single engine aircraft, and 137 hours in this make and model aircraft. In addition, the logbooks showed that he had 324 total night flight hours, 135 simulated instrument flight hours, and 105 actual instrument flight hours. The pilot had logged a total of 10.6 instrument flight hours for the entire years of 1999 and 2000. July 12, 2000, was the last entry that showed .4 of an hour instrument flight time. Examination of the engine, propeller, and the vacuum pump revealed no discrepancies. The accident occurred during the hours of darkness, and the reported weather at about the time of the accident was; 300 overcast, visibility 1 sm light rain, winds calm, temperature 55 degrees F, dew point 54 degrees F, and the altimeter was 30.19 inches Hg. Toxicological tests revealed that Chlorpheniramine was found in the urine and blood at levels consistent with a normal single dose of the medication within approximately the previous 24 hours. Chlorpheniramine use can result in drowsiness, and has measurable effects on performance of complex cognitive and motor tasks (e.g. flying an aircraft). It may also interfere with the normal function of the inner ear, potentially increasing susceptibility to spatial disorientation.

History 0F flight

On January 14, 2001, about 1825 eastern standard time, a Piper PA-28R-180, N3996T, registered to an individual, struck wires and impacted with the ground while performing the published procedure turn for an ILS approach to the Pitt/Greenville Airport (PGV), Bethel, North Carolina. Instrument meteorological conditions prevailed at the time. An instrument flight rules (IFR) flight plan was filed for the approach. The personal flight was conducted under 14 CFR Part 91. The airplane was destroyed. The private-rated pilot and one passenger were fatally injured. The flight had originated from Tifton, Georgia, at 1600.

The flight departed Tifton, en route to Greenville, North Carolina, without a flight plan, or incident, until 1803:13, when the pilot of N3996T made initial radio contact with the FAA Washington, air route traffic control center (ARTCC), New Bern (R25) sector, thirty miles southwest of Seymour Johnson Air Force Base, North Carolina. The pilot filed and was given an IFR clearance to descend to 3,000 feet from 5,500 feet msl, and proceed to Alwood, the IAF (initial approach fix) for the ILS runway 20 approach. The flight was cleared for the approach, via the published procedure turn. The minimum altitude for the procedure turn was 1,600 feet.

According to the Air Traffic Control (ATC) summary of flight, at 1804, the pilot of N3996T informed R25 of his position and that he would like the ILS to PGV. The controller instructed the pilot of N3996T to contact the controller at Seymour Johnson Approach control (GSB) for an IFR clearance inbound. The GSB controller cleared N3996T direct to PGV at 3,000 feet, and issued the IFR clearance. At 1812, the pilot of N3996T was issued and acknowledged his IFR clearance. At 1814, the pilot was asked to say his altitude. He said "2,500 feet." The R25 controller told the pilot, "...you're now on an IFR clearance to maintain three thousand." The pilot was asked if he had the AWOS (Automated Weather Observing Station) at PGV and he answered "affirmative." He was then issued the PGV altimeter of 30.19. At 1817, the pilot was again asked to say his altitude and this time he replied 2,800 feet. At 1820, the flight was over the initial approach fix, and was subsequently cleared for the ILS approach to PGV, to maintain at or above 1,600 feet in the procedure turn. The pilot acknowledged, and at 1824, the pilot of N3996T was instructed to change to advisory frequency. The pilot acknowledged the frequency change, and shortly after this radio and radar contact was lost.

A radar plot prepared by NTSB Operational Factors, AS-30, revealed that after receiving his instrument flight rules clearance, the flight had descended to the assigned altitude of 3,000 feet, and stayed at 3,000 from 1812:20 to 1813:20, and then descended to 2,800 feet. From 1813:41 to 1816:33, the flight descended from 2,800 feet to a low altitude of 2,300 feet, before starting to climb. The flight ascended from 2,300 feet to 2,700 feet in 40 seconds (600 feet per minute). The radar plot showed that the flight attained an altitude of 3,000 feet only once until reaching the initial approach fix at Alwood. The radar plot showed the flight crossed near Alwood at 1820:05, at an altitude of 3,000 feet, then outbound in a northeasterly direction. Twenty seconds later at 1820:25, the flight had descended to 2,800 feet. The flight then climbed to 2,900 feet and then descended back to 2,800 feet. At 1822:06, the flight was at 2,800 and then started to descend. At 1822:57, the flight was at 2,500, at 1823:37, 2,200 feet, and the last radar plot at 1823:47, showed the flight was at 2,100 feet.

Personnel information

The pilot, held a FAA private pilot certificate, with airplane single engine land, airplane instrument, last issued on May 5, 1997, when the airplane instrument rating was added. The pilot held an FAA class 3 medical certificate issued on June 20, 2000, with the limitations the "Holder shall wear corrective lenses." The pilot received a biennial flight review, as required by 14 CFR Part 61, on August 6, 1999. The pilot received his private pilot, airplane single engine land rating August 12, 1988. As per the entries in his personal flight logbook, he had accumulated a total of 4,015 total flight hours, 4,015 total single engine flight hours, and 137 hours in this make and model aircraft. In addition, the logbooks showed that he had a total of 3,546 cross country flight hours, 324 total night flight hours, 135 simulated instrument flight hours, and 105 actual instrument flight hours.

A breakdown of the instrument flight time the pilot had logged, revealed that 2 years before the accident in 1999, he had logged a total 8.6 instrument flight hours for the entire year, and for the entire year of 2000, he had logged a total 2.0 instrument flight hours. July 12, 2000, was the last entry that showed .4 of an hour instrument flight time.

Aircraft information

The airplane was a Piper Aircraft Inc., model PA-28R-180, serial number 28R-30351, manufactured in 1967. At the time of the accident the airplane had accumulated 6,943 total flight hours. The airplane received an annual inspection on September 22, 2000, 118.56 hours before the accident. The airplane was equipped with one Lycoming IO-360-B1E, 180 horsepower engine. According to the engine logbook, the engine was put in service June 29, 1969. On June 29, 1994, the engine underwent a major overhaul, and was reinstalled on N3996T at a tachometer time of 2,875.5 hours. On September 22, 2000, at tachometer time 5,168.62 hours, an annual inspection was performed on the engine. At the time of the accident a 118.56 hours had accumulated since the annual inspection, and the total number of hours on the engine at the time of the accident was 6,703.62 (See the copy of the engine logbook, an attachment to this report)..

A write up in the airframe logbook dated November 29, 2000, by Capital Avionics, Inc., Tallahassee, Florida, stated,that "Autocontrol 2 Autopilot System INOP," and they placarded the panel with "Autopilot INOP." Work Order Number: 23020.

According to the airframe logbook, on December 22, 2000, the following entry was recorded: "Removed altimeter type SEA-2 pt # AS-4-01, installed altimeter model ALT210NF-3N Ser # 60109. R Allen 258643495 A&P." On the same day the altimeter and static system tests were performed as required by F.A.R. Part 91.411 (See the copy of the airframe logbook, an attachment to this report).

Meteorological information

The reported weather at PGV at 1755 was; 300 overcast, visibility 1 sm light rain, winds calm, temperature 55 degrees F, dew point 54 degrees F, and the altimeter was 30.19 inches Hg.

The reported sunset for the Greenville area was 1719, civil twilight was 1747, nautical twilight was 1818, and astro twilight was 1849.

Wreckage and impact information

The airplane impacted with two power lines about 35 feet above the ground, then impacted in an open field, located about 11.5 nautical miles north of the Greenville/Pitt Airport. The accident occurred during the hours of darkness about 35 degrees, 50 minutes north, and 078 degrees, 45 minutes west. After impact with the power lines the airplane continued on a wreckage path heading of 026 degrees. A ground scar was observed about 45 feet north of the power lines. The first piece of airplane, the right wing tip, was found about 75 feet north of the power lines, and about 10 feet east of the wreckage path. The largest of three ground scars was located on the wreckage path about 85 feet north of the power lines. About 3 feet west and adjacent to the larger ground scar was a Plexiglas windshield seal and about 3 feet north of the seal was the right stabilator tip. The right stabilator tip displayed wire strike marks. The right wing, with the main landing gear extended, was found about 5 feet west of th