MIA03FA122

The non-instrument rated pilot twice phoned an FAA Automated Flight Service Station, the first and second phone calls were made 47 minutes and 29 minutes respectively, before the flight departed. During the first phone call the pilot advised that the flight would be proceeding under instrument flight rules, and the briefing specialist provided convective sigmet and airmet information. During the second phone call the pilot requested an abbreviated weather briefing and the briefing specialist provided winds aloft. The pilot filed an instrument flight rules flight plan during the second phone call. After takeoff, air traffic control communications were transferred to several facilities. The flight proceeded towards the destination and while in contact with Memphis Air Route Traffic Control Center, the pilot contacted briefly the Greenwood Automated Flight Service Station and advised the briefing specialist that the flight was located in the Meridian MOA but he did not provide an exact location, and questioned whether he would "...beat that line of storms uhh that was headed eastbound." The pilot was advised of a severe thunderstorm watch. The briefing specialist also advised the pilot that his, "...best bet is to probably to turn and land at meridian at this point and time I don't think [your] going to be able to beat that." The pilot responded, "do that we are going to change our course and we're going to land at meridian thank you for your help." The pilot re-established contact with Memphis ARTCC, and requested to land at Meridian. At 1112, the controller advised the pilot that there was a large cell of heavy weather between his position and Meridian, and that better weather conditions existed near Greenwood, Mississippi. The pilot advised the controller that he would proceed to the destination airport heading 187 degrees. At 1121, the pilot requested to descend to 6,000 feet, but air traffic communications were transferred to Jackson Air Traffic Control Tower. At 1120, the pilot established contact with that facility, and he was provided the altimeter setting. Radar and radio contact were lost with that facility at 1124; the communications with the facility were not recorded. Review of NTSB plotted radar data revealed that from 1030 until the time of the accident, the airplane was proceeding in a southwesterly direction until flying near Starkville, Mississippi, at which time the airplane turned to a westerly course. The airplane continued on the westerly direction until flying near Kilmichael, Mississippi, at which time the airplane turned left and proceeded until 1121:51, on a heading of 180 degrees flying at 8,000 feet, at an average ground speed of approximately 125 knots. At that time, the airplane began a right turn to heading 220 degrees, and descended at 440 feet-per-minute. At 1123:03, the airplane began a right descending turn in excess of 6,000 feet-per-minute descent, with the last recorded radar target at 1124:03, at 1,500 feet. The last recorded radar target was located at 32 degrees 41 minutes 21 seconds North latitude, and 089 degrees 40 minutes 57 seconds West longitude. A search for the airplane was initiated, it was located the following day. A NTSB weather report indicates that better weather conditions existed in Greenwood, Mississippi, at the time the controller advised the pilot that better weather conditions existed there. Additionally, the airplane entered an area of high reflectivity (about 45 dBZ), which equates to a very strong cell. Additionally, clouds existed throughout the region. The main wreckage consisting of the fuselage was located approximately 243 degrees and .24 nautical mile from the last radar target. The airplane crashed into a heavily wooded area. Examination of the airplane revealed the left wing and both sides of the horizontal stabilator were separated from the airplane; no evidence of preexisting cracks were noted on the fracture surfaces. Examination of the flight controls and engine revealed no evidence of preimpact failure or malfunction. A review of the pilot's logbooks revealed he logged 24 hours of simulated instrument instruction after receiving his private pilot certificate. He logged 1.0 hour of actual instrument conditions; the entry did not have a signature by a certified flight instructor. He did log 4.2 hours of actual instrument flight with a flight instructor. Toxicological analysis of specimens of the pilot performed by the FAA Toxicology and Accident Research Laboratory indicated tetrahydrocannabinol (.0034 ug/ml, ug/g) was detected in blood. Tetrahydrocannabinol Carboxylic Acid (.0167 ug/g, and .2324 ug/g) was detected in blood and bile respectively. Doxylamine was detected but not quantified in blood and liver. Located in the wreckage was drug paraphernalia and a green colored leaf type substance that was consistent with marijuana. No in-flight or post crash fire was noted on any wreckage component.

History of flight

On June 12, 2003, about 1124 central daylight time, a Piper PA-32R-301, N232HC, registered to Acme Paper Box Company, Inc., experienced in-flight separation of both sides of the horizontal stabilator and left wing while descending near Carthage, Mississippi. 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 from the Anderson Municipal Airport-Darlington Field, Anderson, Indiana, to the Lakefront Airport, New Orleans, Louisiana. The airplane was destroyed and the private-rated pilot and one passenger were fatally injured. The flight originated about 0739 central standard time from Anderson Municipal Airport-Darlington Field.

According to a transcription of communications with the Kankakee, Illinois, Automated Flight Service Station (Kankakee AFSS), on the day of the accident at 0652:27, a person using the call sign of the accident airplane contacted the flight service station and requested a standard weather briefing for a flight from Anderson, Indiana, to New Orleans, Louisiana. The briefing specialist (briefer) questioned whether the flight would be conducted under visual flight rules (VFR) or IFR, the person responded "IFR sir." The briefer inquired about the altitude and the person responded with "six and nine please." The caller was advised of showers and thunderstorm activity, "...along uh well throughout arkansas, louisiana, mississippi, alabama, do you have storm scope and all that stuff" to which the caller replied "yes sir." The briefer provided information about Convective Sigmet 68C and 70C, which were in effect based on the route of flight; the sigmets called for thunderstorms and convective activity. After being advised of the location of the sigmets, the caller responded with "ok." The briefer also advised that the only airmet along his route of flight was for the departure area, and there were no pilot reports. The briefer questioned if the caller had seen the radar picture this morning to which he replied, "no sir i have not saw one yesterday a forecast." The briefer looked at a weather radar image and advised the caller of adverse weather near the departure area, to which the caller questioned if the flight could proceed direct once clear of the adverse weather. The briefer advised the caller to look at weather radar to which the caller replied, " why don’t you let me do that and i'll give you guys a call back to see if i can get some um other information." The call was then terminated. At 0710, the person using the same call sign called back to the Kankakee AFSS, and requested an abbreviated weather briefing, and requested the winds aloft for 9,000 feet. The briefer provided the winds aloft and the caller advised that he would like to file an IFR flight plan, and provided the name of the accident pilot as pilot-in-command. The planned flight was at 10,000 feet, estimated 4.0 hours in duration, would be flown direct, with 7 hours of fuel on-board. The flight plan filed and the phone call was terminated.

After takeoff at 0739, air traffic control communications were transferred to several facilities. According to Federal Aviation Administration (FAA) Report of Aircraft Accident continuation sheets, while in contact with the Memphis Air Route Traffic Control Center (Memphis ARTCC), at 1006, the pilot requested to contact the Greenwood, Mississippi, Automated Flight Service Station (Greenwood AFSS) which was approved. The pilot reported back on the Memphis ARTCC frequency 4 minutes later and advised he was unable to establish contact. The flight continued, and while in contact with the Columbus Radar Approach Control (RAPCON) facility, the pilot requested and was approved to contact the Greenwood AFSS. The pilot contacted the Greenwood AFSS at 1038:13, but two way radio communications were not established. The flight continued and air traffic control communications were transferred to Memphis ARTCC. While in contact with that facility at 1109, the pilot requested frequency change to Greenwood AFSS; the request was approved.

According to a transcription of communications with the Greenwood AFSS, at 1109:14, the pilot contacted the facility and advised the briefer that the flight was currently inside the Meridian MOA proceeding direct to the Lakefront Airport, New Orleans, Louisiana, and questioned whether the flight would "...beat that line of storms uhh that was headed eastbound." The pilot did not provide an exact location during the initial call. The pilot was asked by the briefing specialist if he had on-board weather radar to which he replied the airplane was equipped with a strike finder. The briefer questioned the altitude and the pilot responded 8,000 feet. The briefer asked the pilot if he had the convective sigmets and thunderstorm watch to which he replied he did not. The pilot was advised of a severe thunderstorm watch in effect, and his, "...best bet is to probably to turn and land at meridian at this point and time i don't think [your] going to be able to beat that." The pilot responded, "do that we are going to change our course and we're going to land at meridian thank you for your help."

The pilot re-established contact with Memphis ARTCC, and requested to land at Meridian. At 1112, the controller advised the pilot that there was a large cell of heavy weather between his position and Meridian. The controller advised the pilot better weather conditions existed near Greenwood, Mississippi. The pilot advised the controller that he would proceed to the destination airport heading 187 degrees. At 1121, the pilot requested to descend to 6,000 feet, but air traffic communications were transferred to Jackson Air Traffic Control Tower. At 1120, the pilot established contact with that facility; he was reportedly provided the altimeter setting. Radar and radio contact were lost with that facility at 1124.

Review of NTSB plotted radar data revealed that from 1030, until the time of the accident, the airplane was proceeding in a southwesterly direction until flying near Starkville, Mississippi, at which time the airplane turned to a westerly course. The airplane continued on the westerly direction until flying near Kilmichael, Mississippi, at which time the airplane turned left and proceeded until 1121:51, on a heading of 180 degrees flying at 8,000 feet, at an average ground speed of approximately 125 knots. At that time, the airplane began a right turn to heading 220 degrees, and descended at 440 feet-per-minute. At 1123:03, the airplane began a right descending turn in excess of 6,000 feet-per-minute descent, with the last recorded radar target at 1124:03, at 1,500 feet. The last recorded radar target was located at 32 degrees 41 minutes 21 seconds North latitude, and 089 degrees 40 minutes 57 seconds West longitude.

A search for the airplane was initiated, it was located the following day. The main wreckage consisting of the fuselage was located approximately 243 degrees and .24 nautical mile from the last radar target.

Personnel information

The pilot-in-command (pilot) was the holder of a private pilot certificate with airplane single engine land rating, which was issued on January 15, 2002. He was issued a third class medical certificate on August 19, 2002, with the restriction to wear lenses for distant vision and possess glasses for near vision. Review of his airman file revealed no accidents/incidents, and no enforcement action.

Review of the pilot's logbooks which begin with his first logged flight on September 20, 1997, to the last logged flight on June 6, 2003 (6 days before the accident), revealed he logged a total flight time of 414.2 hours, of which 319.1 hours were as pilot-in-command. He logged 3.8 hours simulated instrument instruction received prior to obtaining his private pilot certificate on January 15, 2002, (the logged entries total 3.8, while the total