MIA02FA173

While in cruise flight at 7,000 feet, the pilot requested a descent to 5,000 feet, and was subsequently cleared to 5,000 feet. The controller noted that the flight had ascended to 7,500 feet. About the same time the pilot radioed, "gyro's out one oh six juliet gulf." The last radar return showed the flight at an altitude of 900 feet, and had descended at a rate of about 11,143 feet per minute. Examination of the wreckage showed that the right wing, vertical stabilizer, and the stabilator had separated in flight, due to overstress. Weather and tracking data showed that at the time of the radio transmission to Air Traffic Control that, the gyro was out, the airplane was penetrating intense to extreme weather echoes level 5 to level 6; containing thunderstorms that contained heavy rain, instrument metrological conditions, up and downdrafts, horizontal gusts, and turbulence of at least moderate intensity. The pilot had contacted the Automated Flight Service Station, and requested weather along the route of flight. The specialist reported low levels of precipitation with thunderstorm activity. There was no evidence to show that the Automated Flight Service Station specialist provided the pilot with forecasted adverse weather conditions. In addition, there was no evidence to indicate that the FAA, Miami Air Route Traffic Control Center (ZMA), Sector 3 Vero Beach Terminal Radar (R3) controller advised the pilot of the pertinent information on observed weather areas, displayed on his radarscope. There was no evidence found to indicate that the gyros had failed or malfunctioned.

History of flight

On September 24, 2002, about 1410 eastern daylight time, a Piper PA-32R-301T, N106JG, registered to and operated by D.A. Decision LLC, had a separation of the right wing, outboard left wing, vertical stabilizer, the stabilator, and impacted the ground near Yeehaw Junction, Florida, while maneuvering through thunderstorms. Instrument meteorological conditions prevailed at the time and an instrument flight rules (IFR) flight plan was filed for the 14 CFR Part 91 personal flight. The airplane was destroyed. The private-rated pilot and one passenger were fatally injured. The flight had originated from Lantana, Florida, at 1330, en route to Orlando, Florida.

At 1257:00, the pilot of N106JG contacted the Saint Petersburg Automated Flight Service Station (AFSS), and requested to file an IFR flight plan from Palm Beach County Airport (LNA), Lantana, Florida direct to Executive Airport (ORL), Orlando, Florida and return. The pilot advised his estimated time of departure was 1400 with time en route of 1 hour 10 minutes. In addition, the pilot requested weather along the route of flight. The specialist reported low levels of precipitation between LNA and ORL with the majority of the weather east of Melbourne, Florida up to and including Daytona Beach, Florida. Thunderstorm activity was reported north of Orlando, Florida.

At 1350:30, the pilot of N106JG contacted the Miami Air Route Traffic Control Center (ZMA) Sector 3 Vero Beach Terminal Radar (R3) controller, and reported level at 7,000 feet. Radar data indicated the airplane's target was approximately 30 miles northwest of LNA. The R3 controller acknowledged the transmission and advised, "Vero Beach altimeter is 29.95" (inches of mercury).

At 1350:50, the pilot requested a 10-degree turn to the left for weather. The R3 controller approved the turn and advised the pilot to "proceed direct BAIRN intersection when able." The pilot acknowledged the transmission. Radar data indicated N106JG's radar track turned 10 degrees to the left. Mode C (transponder) was 7,000 feet.

At 1353:52, radar data indicated N106JG's radar target turned to the right and tracked a course heading of 330 degrees consistent with a heading to the BAIRN intersection. Mode C was 6,900 feet.

At 1358:10, the R3 controller announced on the frequency that Convective SIGMET (Significant Meteorological Advisory) 55E, 56E and 57E were in effect until 1555 and further information could be obtained through Flight Watch, HIWAS (Hazardous In-flight Weather Advisory Service), and Flight Service.

At 1408:44, the pilot of N106JG advised he was in "IMC 7" (instrument metrological conditions at 7,000 feet), and requested a descent, which the R3 controller approved to 5,000 feet. Radar data indicated N106JG's Mode C was 7,100 feet. Thirteen seconds later at 1408:57, the pilot responded, "one oh six juliet gulf the gyro is out." The R3 controller asked the pilot to say again and the pilot responded, "Gyro's out one oh six juliet gulf." The R3 controller instructed the pilot to "descend and maintain 5,000 feet." There was no response from the pilot. Radar data indicated the airplane's Mode C was 7,500 feet and then the radar track began a tight right descending turn. The R3 controller made several more attempts to contact the pilot. No further communications were received. The last radar return was received at 1409:40. Mode C was 900 feet. The supervisor initiated Search and Rescue notification.

Radar data showed that between 1408:44 and 1408:57, the airplane ascended 400 feet. Between 1409:04 and 1409:33 the aircraft descended 4,100 feet, and the last radar return at 1409:40, the airplane had descended 1,300 feet.

Personnel information

The pilot, held an FAA private pilot certificate, with airplane single engine land, and airplane instrument, last issued on May 5, 2002, when the airplane instrument rating was added. The pilot held an FAA class 3 medical certificate issued on June 24, 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 May 9, 2002.

As per the entries in the pilot's personal flight logbook, he had accumulated a total of 397 total flight hours, 377 total single engine flight hours, and 97 hours in this make and model aircraft. In addition, the logbooks showed that he had 24 total night flight hours, 83 simulated instrument flight hours, and 39 actual instrument flight hours.

Aircraft information

The airplane was a Piper Aircraft Inc., model PA32R-301T, serial number 32R-8229059, manufactured in 1982. At the time of the accident the airplane and engine had accumulated 2,813.9 total flight hours. The airplane and engine received an annual inspection on March 21, 2002, 38.2 hours before the accident. The airplane was equipped with one Lycoming model TIO-540-S1AD engine, serial number L-8183-61A, six cylinder, air cooled, direct drive, horizontally opposed, turbocharged, fuel injected, internal combustion engine rated at 300 horsepower at 2700 rpm, and had 953.8 hours since field overhaul. The propeller was manufactured by Hartzell, and was a model HC-E3YR-1RF. According to the maintenance records the last static pressure/instrument check was completed on March 21, 2002. The airplane was equipped with a attitude indicator, horizontal situation indicator (HIS), and a lightning detector (Stormscope).

Meteorological information

The NTSB Meteorological Factual Report revealed that at the time of the radio transmission to ATC that, "the gyro is out," N106JG was penetrating intense to extreme weather echoes VIP 5 to VIP 6 (Video Integrator Processor ...weather intensity); containing thunderstorms. The thunderstorms contained heavy rain, IMC (instrument metrological conditions), up and downdrafts, horizontal gusts, and turbulence of at least moderate intensity. From about 10 minutes before the accident to the accident time, thunderstorms increased in coverage and intensity, moving into the accident area from the south.

Thunderstorms were noted in Convective SIGMET (Significant Meteorological Advisory) 57E and Miami Center Weather Advisory 201. Both advisories were in effect for the time and area of the accident. The Area Forecast issued at 1345 also forecast thunderstorms for an area that included the accident location. The upper air data from Tampa, Florida, located about 77 nautical miles west of the location of the last radar contact, showed that the freezing level was near 16,000 feet.

Lightning data revealed there were 124 cloud to ground lightning strikes recorded in a 15 statute miles radius of the location of the last radar point of N106JG for the time period 1400 to 1415. The closest cloud to ground strikes to the last radar contact occurred at 1409:15.690. The strike was at 154.8 degrees at 3.6 statute miles. A strike at 148.7 degrees at 3.8 statute miles from the last radar contact occurred at 1409:15.629.

The following are sources of weather information that were valid at the time of the accident:

The 0857 Terminal Forecast 9 for Orlando, Florida: wind 110 degrees at 9 knots; visibility greater than 6 statue miles; rain showers; cloud ceiling 2,500 feet scattered, 8,000 feet broken; 1100-1500 expect visibility 3 statute miles; moderate rain showers; cloud ceiling 2,000 feet broken.

The 0857 Area Forecast 10 for Florida: cloud ceiling 3,000 feet scattered to broken, 10,000 feet broken, cloud tops 25,000 feet; scattered to widely scattered thunderstorms, moderate rain showers, thunderstorm tops to 45,000 feet.

Convective SIGMET 55E valid until 1555: Florida and surrounding coastal waters; from 80 miles southeast of Crestview, Florida; 40 miles west of Cross City, Florida; 100 miles southwest of Cross City, Florida; 130 miles southeast of Crestview, Florida; 80 miles southeast of Crestview, Florida an area of embedded thunde