MIA05FA028

The pilot of N56960 had initiated contact with Memphis Approach Control requesting permission to transit the Memphis Class B airspace. A controller stated that he radar identified the flight at 7,500 feet, and instructed the pilot to change frequencies but no reply was received. Two witnesses stated that they observed the airplane flying above them from south to north, the engine was making a "funny" noise, and all of a sudden the airplane spiraled downward with parts coming off of it. The main wreckage was located in a rural farm area and aircraft-related debris was spread over a length of 0.83 nautical miles from north-northwest to south-southeast, beginning with the right aileron and ending with the fuselage/main wreckage. The NTSB conducted a weather study and about the time of the accident, cloud bases were near 3,000 feet, and cloud tops were above 7,500 feet, with multiple cloud layers present, and visibilities of 0 miles in clouds, and greater than 3 miles below the lowest cloud. FAA records did not indicate that the pilot possessed an instrument rating. Examination of the engine and accessories revealed no evidence of any precrash anomalies. In addition, the NTSB Materials Laboratory conducted detailed examinations of the fracture surfaces pertaining to the left and right wings' forward and aft spars, as well as sections of the empennage, and all fracture surfaces were consistent with overstress.

History of flight

On November 14, 2004, about 1220 central standard time, a Piper PA-28R-200, N56960, registered to, and operated by a private individual, as a Title 14 CFR Part 91 personal flight, crashed in the town of Dubbs, in Tunica County, Mississippi. Visual meteorological conditions prevailed, and no flight plan was filed. The private-rated pilot and two passengers received fatal injuries, and the airplane was destroyed. The flight originated from the Louisiana Regional Airport, Gonzales, Louisiana, the same day, about 1030.

According to an official at FAA Memphis Approach Control, the pilot had initiated contact with Memphis Approach Control, requesting permission to transit through the Memphis Class B airspace. The official further stated that the controller assigned the pilot a beacon code of 0306, radar identified the flight at 7,500 feet, and instructed the pilot to contact Memphis Approach on a radio communications frequency of 119.1, but no subsequent reply was received.

Three witnesses stated that they observed the airplane just prior to impact. Two of the witnesses stated that they observed the airplane flying above them from south to north, the engine was making a "funny" noise, and all of a sudden the airplane spiraled downward with parts coming off of it. The third witness stated that he saw the accident airplane pass overhead and it initially made a loud "popping" noise, followed by a noise as if the engine was accelerating to a higher RPM setting. It then spun out of control and he heard it impact the ground.

Radar data obtained from the FAA showed that at 1223, the airplane was at an altitude of 6,000 feet proceeding on a northerly heading, about 12 nautical miles south of the main wreckage site. At 1225, while at 7,100 feet, the airplane was observed in a turn to the northeast. At 1226, the airplane descended from 7,300 feet, and there were varying heading changes from the northeast to the northwest. The last radar return occurred at 1228, while the airplane was at 6,700 feet, 0.5 nautical miles southeast from the main wreckage site.

Personnel information

Records obtained from the FAA showed that the pilot held an FAA private pilot certificate, with airplane single engine land rating, issued on August 30, 1997. He also held an FAA third-class medical certificate, issued on September 19, 2003, with the stated limitation that the holder must "wear lenses that correct for distant vision and possess for near/intermediate."

A pilot's logbook labeled as "Book No. 2" was located at the accident scene. Entries in the logbook began on November 17, 2002 at which time 387.2 total flight hours had been forwarded, of which 264.9 were stated to be pilot-in-command time.

From the information provided in logbook No. 2 forward to the date of the accident, showed that the pilot had flown only in the accident airplane. He had recorded having a total of about 715 total flight hours, all of which were in single engine airplanes.

Records did not indicate that the pilot possessed an instrument rating. His last biennial flight review had been conducted on September 27, 2003.

Aircraft information

N56960 was a 1973 Piper PA-28R-200, serial number 28R-7435064. Information obtained from the aircraft's maintenance records showed that the PA-28R-200 had received an annual inspection on August 24, 2004 and at that time it had accumulated a total flight time of about 3,952 hours.

The airplane's records indicated that its altimeter, static system, and transponder had last been tested and inspected on August 22, 2003.

The engine installed in N56960 was a 200 horsepower Lycoming IO-360-C1C, serial number L-12611-51A. According to maintenance records, it was installed on August 3, 2003. An annual inspection was last performed on the engine on August 24, 2004, at which time it had been in service for 3,870 hours, 252 of which were since major overhaul.

The airplane was equipped with a three-bladed constant speed Hartzell propeller, serial number DY5830B. According to the aircraft's propeller logbook, the propeller was installed on August 03, 2003.

Meteorological information

Visual meteorological conditions prevailed at the time of the accident. The Memphis International Airport, Memphis, Tennessee, 1153, surface weather observation was: wind from 130 at 9 knots; visibility 10 statute miles; sky condition few clouds at 5,000 feet, scattered at 8,000 feet, broken at 25,000 feet; temperature 17 degrees Celsius; dewpoint temperature 7 degrees Celsius; and altimeter setting 30.50 inHg. Memphis, Tennessee, is located about 34 nautical miles north-northeast of the last air traffic control secondary radar return from N56960.

The West Memphis Airport, West Memphis, Arkansas, 1153, surface weather observation was: wind from 090 at 8 knots; visibility 10 statute miles; sky condition broken at 3,900 feet, overcast at 5,000 feet; temperature 15 degrees Celsius; dewpoint temperature 8 degrees Celsius; and altimeter setting 30.50 inHg. West Memphis, Arkansas, is located about 36 nautical miles north from the last air traffic control secondary radar return from N56960.

The National Weather Service area forecast issued by the Aviation Weather Center in Kansas City, Missouri, on November 14, 2004 at 0635 and valid until November 14, 2004 at 1700, for the Northern Mississippi area was: sky condition broken ceiling at 2,000 to 3,000 feet, overcast ceiling at 5,000 feet, and cloud tops at 6,000 feet.

In addition, the NTSB conducted a weather study that showed at about the time of the accident that: multiple cloud layers were present, cloud bases were near 3,000 feet and cloud tops were above 7,500 feet, and projected visibilities of 0 miles in clouds and greater than 3 miles below the lowest cloud layer.

Wreckage and impact information

The main wreckage of N56960 was located in a rural farm area, about 9 miles south of Tunica, Mississippi, in a harvested cotton field, and about 37 miles from Memphis, Tennessee. The path of aircraft-related debris was spread over a length of 0.83 nautical miles, oriented from north-northwest to south-southeast. The debris field began with the right aileron, followed by the left stabilator tip, the right wing, the right stabilator, the left wing, the left aileron, the left stabilator, the rudder, and ending with the remaining fuselage/main wreckage. Outboard portions of both wings had separated from the airplane at the wing splice, and the stabilator and vertical stabilizer/rudder had detached from the airplane at their attach points. There was no evidence of a fire having occurred.

The fuselage came to rest inverted and was oriented on heading of about 090 degrees at position 34 degrees 34.058 North latitude and 90 degrees 18.893 West longitude. The upper portion of the cabin area was crushed downwards. To facilitate the examination, after initial observations, the fuselage was turned over to permit a detailed examination.

In the cockpit the front seats were attached to the seat rails, the seat backs were broken and bent aft, and the rear bench seat was crushed. Recovery personnel had cut both front lap belts. The fuel selector was on the left tank position. The flap handle was observed in the 10-degree down position and the autopilot was in the on position. The master switch was in the on position and the propeller, mixture, and throttle controls were full aft. The carburetor heat control was closed.

The gauges had incurred impact damage. The airspeed indicator displayed 64 knots, the rate of climb indicator indicated plus 250, the Kollsman window indicated 30.45, and the directional gyro indicated 120, The altimeter, artificial horizon, turn and bank indicator, suction gauge had sustained severe impact damage. The tachometer had also incurred impact damage and it displayed 1415 hours. The pitch and roll servo pulleys rotated freely. The nose and main landing gear w