NYC02FA168

The pilot completed a flight without incident, and seemed in good sprits before departing, by himself, on the return flight. The second flight also progressed without a incident until cleared from 8,000 feet msl to 5,000 feet msl, which the pilot acknowledged. Visual meteorological conditions prevailed at the time, and radar data depicted the airplane initiate and maintain a 500-foot per-minute descent until radar contact was lost at approximately 400 feet agl. The pilot made no mention of difficulties while en route or during the descent. The airplane impacted trees at the top of a ridge in an approximate level attitude, and came to rest approximately 1,450 feet beyond, at the bottom of a ravine. Examination of the wreckage revealed no preimpact failures or malfunctions. The pilot had been diagnosed with Crohn's disease (a chronic recurrent gastrointestinal disease, with no clear surgical cure) for approximately 35 years, which required him to undergo several surgeries more than 20 years before the accident. The pilot received a letter from the FAA on June 11, 1998, stating he was eligible for a first-class medical certificate. In the letter there was no requirement for a follow up gastroenterological review, but the pilot was reminded he was prohibited from operating an aircraft if new symptoms or adverse changes occurred, or anytime medication was required. His condition seemed to be stable until approximately 5 months prior to the accident. During this time frame, he experienced weight loss and blood loss, was prescribed several different medications to include intravenous meperidine, received 3 units of blood, and had a peripherally inserted central catheter placed. On the pilot's airmen medical application dated the month prior to the accident, the pilot reported he did not currently use any medications, and did not note any changes to his health. A toxicological test conducted after the accident identified meperidine in the pilot's tissue.

History of flight

On August 16, 2002, about 1135 eastern daylight time, a Piper PA-31-350, N680HP, was destroyed when it impacted terrain during a descent near Sanderson, West Virginia. The certificated commercial pilot was fatally injured. Visual meteorological conditions prevailed for the flight that originated from the Charleston International Airport (CHS), Charleston, South Carolina, destined for the Yeager Airport (CRW), Charleston, West Virginia. An instrument flight rules flight plan was filed and activated for the positioning flight conducted under 14 CFR Part 91.

According to witnesses, the pilot flew five passengers from Charleston, West Virginia, to Charleston, South Carolina, earlier in the day. The flight was conducted without incident, and once on the ground, the passengers deplaned. After the lineman serviced the airplane with a full load of fuel, he and the pilot had a short conversation. During the conversation, the pilot seemed relaxed, not rushed, and in good health. The conversation ended, the pilot conducted a walk around inspection, and reboarded the airplane for the flight back to Charleston, West Virginia.

According to air traffic control data, the airplane departed Charleston, South Carolina, and proceeded towards Charleston, West Virginia. Once in the Charleston, West Virginia, area the pilot was given a frequency change from Indianapolis Center to Charleston Approach Control. After contacting approach, the pilot was cleared to descend from 8,000 feet msl to 5,000 feet msl. According to radar data, after leaving 8,000 feet msl, the airplane maintained approximately a 500-foot per-minute descent until radar contact was lost at approximately 1,700 feet msl. During the descent, the airplane's ground track varied between 000 and 024 degrees magnetic, and ground speed varied between 178 and 197 knots.

The accident occurred during the hours of daylight. The wreckage was located in a creek at 38 degrees, 21.58 minutes north latitude, 81 degrees, 18.69 minutes west longitude, and an elevation of approximately 860 feet msl.

Aircraft information

According to the airplane manufacturer, the airplane was manufactured in 1980. It was equipped with two 350-horsepower Lycoming TIO-540-J2BD engines, with constant speed propellers, and capable of carrying eight occupants, including the pilot.

The airplane was modified with a Colemill Panther conversion, which included adding 4-bladed "Q-tipped" propellers, Woodward governors and synchrophasers, modified propeller spinners, unfeathering accumulators, a Shadin digital fuel management computer, and winglets.

Examination of the airframe logbooks revealed that an annual inspection was performed on November 16, 2001. At the time of the inspection, the airplane had accrued 4,493.2 hours of flight time. According to the airframe logbook and company flight logs, the airplane had approximately 4,690 hours of flight time at the time of the accident.

Personnel information

The pilot held a commercial pilot certificate with ratings for airplane single-engine-land, multi-engine land, and instrument airplane. On his last Federal Aviation administration (FAA) first-class medical certificate, which was dated July 16, 2002, he reported a total flight experience of 5,720 hours. The pilot's logbook was not located, and presumed destroyed in the postcrash fire.

Meteorological information

A weather observation was taken about 7 minutes after the accident at the Yeager Airport, which had a field elevation of 981 feet msl, and located 15 miles to the west of the accident site. At the time of the observation, wind was 220 degrees at 6 knots, visibility was 9 miles, clouds were scattered at 7,500 feet, ceiling was broken at 12,000 feet, temperature was 81 degrees Fahrenheit, dew point was 70 degrees Fahrenheit, and the altimeter setting was 30.27 inches of mercury.

Wreckage and impact information

Debris Path

The debris path was orientated on a magnetic heading of 005 degrees, and was approximately 1,450 feet long. Within the debris path, all the major structural components for the airplane were identified, along with portions from all the flight control surfaces. The topography of the debris path varied. It started at a ridgeline then transitioned to approximately a 60-degree descending slope, before terminating in a creek bed at the bottom of a ravine. Freshly broken tree branches on the south side of the 1,300-foot ridge marked the beginning of the debris path. The ridge was orientated east to west, and covered with trees, except for its crest, which had been cleared several months before the accident to install a gas well. In addition, the broken tree tops on the south and north sides of the ridge were higher in elevation than the ridge crest. The down angle from the broken branches on the south side to the broken tree trunks on the north was approximately 4 degrees.

To facilitate the investigation, the debris path was divided into 1-foot increments called stations, and the beginning of the debris path was designated as station 1. On the ridge crest at station 20 was the inboard section of the right aileron, along with the aileron trim tab, which was approximately in the neutral position. This section of wreckage was approximately 2 feet long, and displayed impact damage. On the north side of the ridge crest at station 60 were freshly broken tree trunks. The trunks had a diameter of 10 to 14 inches, and ranged in height from approximately 15 to 30 feet above the ground. In addition, the broken tree branches on the south side of the ridge and the center of the broken tree trunks on the north side, were approximately level in elevation.

At station 70 was the outboard section of the right wing, minus the winglet. This section of wing was approximately 5 feet long and displayed leading edge impact damage. The aileron, along with the aileron counterweight had separated from the wing section, the associated attachment points were deformed, and the fracture surfaces were gray in color and absent of beach marks. At station 80 was the inboard section of the left aileron. It was approximately 2 feet long, and displayed impact damage. At station 85, and approximately 10 feet left of debris path center, was the outboard section of the left wing, minus the aileron and winglet. This section of wing was approximately 4 feet long, the aileron counterweight was attached, and the leading edge displayed impact damage.

At station 90, approximately 15 feet left of debris path center, and approximately 20 feet above the ground, was a section of left wing wrapped around a tree trunk. At station 95, and approximately 20 feet above the ground, were fresh cut marks on a tree trunk. The marks were approximately 12 inches long, and 90 degrees to the horizontal axis of the debris path. At station 100 were the left and right winglets. Also at station 100, and approximately 15 feet left of debris path center, were the outboard sections of the left aileron, and left horizontal stabilizer. The aileron section was approximately 3 feet long, the stabilizer section was approximately 2.5 feet long, and both displayed impact damage. Located between stations 105 and 220 were approximately the outboard 4 feet of the right flap, the outboard 3 feet of the right aileron, the outboard 3 feet of the left flap, and the outboard 2.5 feet of the right horizontal stabilizer. All of which displayed impact damage.

At station 225 was a section from the left wing. This section of wing was approximately 3 feet long, and contained the left aileron bellcrank. The bellcrank was in place, and the aileron and balance cables were still attached. Both cables were approximately 4 feet long, and the ends were broomstrawed. In addition, the aileron push-pull rod was fractured. Examination of the fracture revealed it was gray in color and absent of beach marks. At station