# NTSB NYC02FA082: Piper PA-28-181, N288CA, Gardiner, NY, April 12, 2002 - Type: NTSB accident investigation - Classification: Accident · Fatal · Field investigation · Final report - Date: April 12, 2002, 17:50 local (21:50 UTC) - Place: Gardiner, NY - Coordinates: 41.748611, -74.177223 - Nearby events: https://openairdocs.org/map.md?lat=41.7486&lon=-74.1772&mi=10 - Phase of flight: [Maneuvering](https://openairdocs.org/ntsb-phases/450) (OpenAirDocs' grouping) - Highest injury: Fatal - Injuries: 2 fatal - Status: Completed, report June 25, 2003 - Report: Approved by Office Director - Parties: Piper, Lycoming, FAA/FSDO - NTSB case key (mKey): 54505 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=NYC02FA082 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/54505/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=54505 - Page: https://openairdocs.org/ntsb/NYC02FA082 ## Probable cause The pilot-in-command's failure to maintain sufficient altitude while maneuvering in a mountainous area, which resulted in a collision with terrain. Factors in the accident were, mountainous terrain, clouds, and the pilot's decision to continue the flight in deteriorating weather. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - In flight collision with terrain/water, maneuvering - terrain condition - mountainous/hilly (contributing factor) - altitude/clearance - not maintained, pilot in command (cause) - weather condition - clouds (contributing factor) - in-flight planning/decision - inadequate, pilot in command (contributing factor) ## Analysis After making an unscheduled stop due to weather, the airplane departed on the accident flight. Once airborne, the airplane proceeded to the north towards mountainous terrain. No information regarding the route of flight was obtained for the airplane after it left the airport environment. The wreckage was located approximately 140 feet from the top of a 1,220-foot ridgeline, and about 10 miles east of the departure airport. The start of the debris path was marked by freshly broken tree branches at the top of a 60-foot tree. A path of freshly broken branches approximately 340 feet long connected the initial tree strikes to the main wreckage. The path was on a magnetic heading of 140 degrees, and had a down angle of approximately 2 degrees. At the time of the accident, the ridge was obscured by clouds, and the visibility was approximately 500 feet. Examination of the wreckage revealed no preimpact failures or malfunctions with either the airframe or engine. ## Factual narrative HISTORY OF FLIGHT On April 12, 2002, about 1750 eastern daylight time, a Piper PA-28-181, N288CA, was substantially damaged when it impacted terrain near Gardiner, New York. The certificated private pilot and passenger were fatally injured. Instrument meteorological conditions prevailed for the personal cross-country flight that originated from the Joseph Y. Resnik Airport (N89), Ellenville, New York, about 1730, destined for the Northampton Airport (7B2), Northampton, Massachusetts. No flight plan was filed, and the flight was conducted under 14 CFR Part 91. According to several witnesses, earlier in the day, the pilot and passenger flew to the Wilkes Barre Scranton International Airport (AVP), Wilkes Barre, Pennsylvania, from Northampton, which was the airplane's home airport. After departing Wilkes Barre for the flight home, the pilot made an unscheduled stop at Ellenville. According to a witness who talked with the pilot at Ellenville, the pilot had encountered some turbulence on the flight from Wilkes Barre, which was strong enough to cause the airplane to partially stall. The passenger reported to the witness that it felt like being hit from behind. After being on the ground for approximately 15 minutes, the witness saw the pilot and passenger reboard the airplane. The airplane taxied to runway 22, and departed. Once airborne, the airplane made a 180-degree right turn, and followed the valley to the north, maintaining an altitude of approximately 1,000 feet agl. The witness then boarded an ultra light airplane, along with a student, to do some training 6 to 8 miles to the southwest of the accident site. The witness estimated that about the time of the accident, the base of the clouds were approximately 1,500 feet above the ridge where he was flying, visibility was about 15 miles in the valley, and the winds were from the northwest about 25 knots. The witness added that the ceiling and visibility reduced to the northeast, but since he was not planning on flying in that area, he did not recall the exact conditions. According to the witness that discovered the wreckage, he parked his car about 1800, approximately 1 1/4 mile southwest of the accident site, and then went for a run, discovering the wreckage about 1815. The witness added that from the time he parked his car until he found the wreckage, the visibility was approximately 500 feet, and it felt like he was in a cloud. In addition, the witness stated that the weather did not improve, and when he left the site, which was about 2130, the restricted visibility prevented him from driving any faster than 30 mph. The accident occurred during the hours of daylight. The wreckage was located approximately 140 feet from the top of a ridgeline at 41 degrees, 44.919 minutes north latitude, 74 degrees, 10.649 minutes west longitude, and an elevation of 1,080 feet msl. AIRCRAFT INFORMATION According to Federal Aviation Administration (FAA) records, the airplane was manufactured in 1998. It was equipped with a 180-horsepower Lycoming IO-360-A4M engine, and a fixed pitch propeller. Examination of the airframe logbooks revealed that an annual inspection was performed on April 12, 2001. At the time of the inspection, the airplane had accrued 197.9 hours of flight time. Examination of the avionics logbook revealed that the attitude indicator was replaced on August 27, 1998, because the artificial horizon had tumbled. No other entries were identified in either the airframe or avionics logbooks that related to problems with the flight instruments or the pitot static system. PERSONNEL INFORMATION The pilot held a private pilot certificate with an airplane single-engine-land rating. He did not hold an airplane instrument rating. On his last FAA third-class medical certificate, which was dated July 23, 2001, he reported a total flight experience of 450 hours. The pilot's logbook was not located at the accident site, and follow-on attempts to find it were unsuccessful. METEOROLOGICAL INFORMATION A weather observation was taken about 3 minutes after the accident at the Dutchess County Airport (POU), Poughkeepsie, New York. The airport had a field elevation of 165 feet msl, and was located 17 miles to the southeast of the accident site. According to the observation, the wind was 140 degrees at 3 knots, visibility was 1 1/2 mile in mist, ceiling was 700 feet overcast, temperature was 54 degrees Fahrenheit, dew point was 54 degrees Fahrenheit, and the altimeter setting was 30.35 inches of mercury. A weather observation was taken about 5 minutes before the accident at the Stewart International Airport (SWF), Newburgh, New York. The airport had a field elevation of 491 feet msl, and was located 30 miles to the south of the accident site. According to the observation, the wind was 160 degrees at 6 knots, visibility was 4 miles in drizzle and mist, ceiling was 500 feet overcast, temperature was 54 degrees Fahrenheit, dew point was 52 degrees Fahrenheit, and the altimeter setting was 30.36 inches of mercury. A weather observation was taken about 4 minutes after the accident at the Orange County Airport (MGJ), Montgomery, New York. The airport had a field elevation of 365 feet, and was located 17 miles to the southwest of the accident site. According to the observation, the wind was 140 degrees at 3 knots, visibility was 7 miles, ceiling was 800 feet overcast, temperature was 54 degrees Fahrenheit, dew point was 54 degrees Fahrenheit, and the altimeter setting was 30.35 inches of mercury. A weather observation was taken about 5 minutes after the accident at the Sullivan County International Airport (MSV), Monticello, New York. The airport had a field elevation of 1,403 feet msl, and was located 27 miles to the west of the accident site. According to the observation, the wind was 150 degrees at 10 knots, visibility was 2 miles, ceiling was 500 feet overcast, temperature was 52 degrees Fahrenheit, dew point was 50 degrees Fahrenheit, and the altimeter setting was 30.34 inches of mercury. WRECKAGE AND IMPACT INFORMATION The airplane impacted approximately 10 miles east of the departure airport, and near the top of a 1,220-foot ridge that ran southwest to northeast. The start of the debris path was marked by freshly broken tree branches at the top of a 60-foot tree. A path of freshly broken branches approximately 340 feet long connected the initial tree strikes to the main wreckage. The path was on a magnetic heading of 140 degrees, and had a down angle of approximately 2 degrees. The debris path was comprised of four major structural items, one ground scar, and the main wreckage. The first item was approximately 120 feet from the initial tree strikes, and was a 3-foot section from the inboard part of the right wing, along with the entire right flap. The second item was approximately 180 from the initial tree strikes, and comprised of the outboard half of the left wing, and the majority of the left aileron. The third item was approximately 220 feet from the initial tree strikes, and was the rest of the right wing, along with the right aileron and right fuel tank. The fuel tank was compromised, and contained approximately 1/2 gallon of fuel. The fuel was bluish in color and consistent with 100 low lead aviation gasoline. The fourth item was approximately 270 feet from the initial tree strikes, and was composed of the inboard half of the left wing and flap, along with the left main landing gear. The right main landing gear had separated from the right wing and was located with the main wreckage. The left fuel tank was compromised, and no fuel was identified in the remnants of the tank. The ground scar was approximately 310 feet past the initial tree strikes and measured about 4 feet wide, 2 feet deep, 8 feet long, and terminated at the main wreckage. The main wreckage came to rest partially on its left side, on a magnetic heading ## Aircraft - Registration: [N288CA](https://openairdocs.org/deregistered/N288CA-2013-09-13), registration cancelled 2013-09-13, S/N 2843132, built 1998 (OpenAirDocs) - Reported make and model: Piper PA-28-181 - Registry model: [Piper PA-28-181](https://openairdocs.org/model/piper-pa-28-181) (registry code 7102807) (OpenAirDocs) - Registry engine: [Lycoming 0-360-A1D](https://openairdocs.org/engine/lycoming-0-360-a1d) (registry code 41504, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 2843132 - Airframe hours: 281.1 - Engines: Lycoming O-360-A4M 180 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Registered owner: Thomas F. Childs - Airworthiness certificate: Standard, Normal - Last inspection: Annual, April 12, 2001, 108 hours before - Departed: N89, Ellenville, NY - Destination: 7B2, Northampton, MA ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 46; injuries: fatal; private; airplane ratings: single-engine land; medical: class 3, valid medical--w/ waivers/lim; seat: left; toxicology performed; flight hours: 450 total ## Weather - Conditions: Instrument (IMC), Day - Wind: 140° at 3 knots - Visibility: 1.5 statute miles - Lowest ceiling: 700 ft overcast - Temperature: 54 °F, dew point 54 °F - Altimeter: 30.35 inHg - Observed at: POU, 17 nm away ## FAA reports on this event (1) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Accident 20020412005619A](https://openairdocs.org/incident/20020412005619A), Apr 12, 2002: Piper PA28181, No damage. (-23) Pilot departed N89 and continued visual flight into IMC. The aircraft flew easterly toward the mohonk preserve, in the area of "under cliff-over cliff",… ## Docket (6 files) The files NTSB released with the investigation on May 15, 2003, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=54505. 7.7 MB in all. - Memorandums for Record (item 1, .PDF, 68 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40181374&FileExtension=.PDF&FileName=Memorandums%20for%20Record-Master.PDF - Witness Statements (item 2, .PDF, 270 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40428342&FileExtension=.PDF&FileName=Witness%20Statements-Redacted.PDF - Statement of Party Representatives to NTSB Investigation (item 3, .PDF, 53 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40428345&FileExtension=.PDF&FileName=Statement%20of%20Party%20Representatives%20to%20NTSB%20Investigation-Redacted.PDF - Release of Aircraft Wreckage, NTSB Form 6120.15 (item 4, .PDF, 68 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40428344&FileExtension=.PDF&FileName=Release%20of%20Aircraft%20Wreckage,%20NTSB%20Form%206120.15-Redacted.PDF - Toxicological Report (item 5, .PDF, 48 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40428343&FileExtension=.PDF&FileName=Toxicological%20Report-Redacted.PDF - Photographs and Images (item 6, .PDF, 11 photos, 7.2 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40181385&FileExtension=.PDF&FileName=Photographs%20and%20Images-Master.PDF From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.