NYC03FA061

The pilot, his wife, and five children, were returning to Keene, New Hampshire (EEN), after a trip to Florida. During a stop in North Carolina, the pilot's wife called her brother to inform him that they were "unsure" of the weather at Keene and would be flying to Utica or Hamilton, New York, to stay with him. While en route the pilot's wife informed her brother that the weather at Keene was clearer then they expected, and they wanted to get the children home in time for school the next day. About 1 hour later, the pilot informed air traffic control that he did not like the weather at his destination, canceled his IFR clearance, and requested VFR advisories to an airport in Westfield, Massachusetts. The airplane landed at an airport in Great Barrington, Massachusetts, about 1900. The airplane departed from runway 29, about 2003. After takeoff, the airplane made a climbing right turn onto a northeast heading. The airplane continued on east-northeast heading and impacted terrain about 5 minutes after takeoff. The airplane was located at an elevation of about 1,920 feet msl, about 7.5 miles east of the departure airport. Examination of the wreckage did not reveal any pre-impact malfunctions. An AIRMET for IFR conditions was valid for accident site at the time of the accident. One of the children remembered the airplane "landing somewhere dark" and the pilot not being able to locate a telephone. The weather reported about the time of the accident, at an airport with an elevation of 1,193 feet, located about 15 miles north of the accident site, included a visibility of 8 miles, few clouds at 900 feet, a broken ceiling at 1,300 feet and overcast at 1,800 feet. The weather reported at EEN, which was located about 70 miles northeast of the accident site, with an elevation of about 488 feet, at 1855, included: a visibility of 1/2 statute miles; and an overcast ceiling of 100 feet. At 1955, the visibility reported at EEN increased to 3/4 statute miles; however, the ceiling remained 100 feet overcast. Astronomical data for the accident site area revealed that sunset occurred at 1744, and the end of civil twilight occurred at 1812.

History of flight

On March 2, 2003, about 2008 eastern standard time, a Piper PA-32-300, N4072R, was substantially damaged when it collided with terrain in Monterey, Massachusetts. The certificated private pilot and three passengers were fatally injured, and three passengers sustained serious injuries. Night visual meteorological conditions prevailed and no flight plan had been filed for the flight destined for the Dillant-Hopkins Airport (EEN), Keene, New Hampshire. The personal flight was conducted under 14 CFR Part 91.

The airplane was owned by the pilot, and based at EEN. On February 21, 2003, the pilot, his wife, and five children, ages 11, 10, 8, 5, and 2, departed EEN for a trip to Florida. On the day of the accident, the pilot departed Lakeland, Florida, and flew to the Siler City Municipal Airport (5W8), Siler City, North Carolina. According to personnel at 5W8, the airplane was "topped off" with 48.71 gallons of aviation gasoline.

According to the pilot's brother-in-law, the pilot's wife called him from North Carolina, to inform him that they were "unsure" of the weather at Keene and would be flying to Utica or Hamilton, New York, to stay with him. The pilot's wife stated she would call back when they were about a half-hour from landing, so he could pick them up at the airport.

According to information obtained from the Federal Aviation Administration (FAA), about 1420 the pilot contacted the Raleigh Durham automated flight service station (AFSS), and received a weather briefing for a flight from 5W8 to EEN. The pilot and his family departed 5W8 about 1510, under visual flight rules (VFR). At 1522, the pilot contacted Washington air traffic control (ATC). He requested VFR advisories and stated that he was en route to Utica, New York. At 1705, the pilot requested and received an in-flight weather briefing for a flight from Harrisburg, Pennsylvania, over Utica, and direct to Keene. At 1715, the pilot contacted Harrisburg ATC, changed his destination to EEN, and obtained an IFR clearance.

The pilot's brother-in-law stated he received a call from his sister at approximately 1738, who informed him that they were flying over Wilkes-Barre, Pennsylvania. She further stated that the weather at Keene was clearer then they expected, and they were going to fly to Keene, and get the boys home in time for school the next day.

About 1816, the airplane was at 5,000 feet msl, and west of Stewart International Airport, Newburgh, New York, when the pilot contacted New York terminal radar approach control (TRACON).

About 1818, the pilot reported "picking up some ice", and requested a lower altitude. The airplane subsequently descended to 4,000 feet.

About 1834, the pilot requested a "direct" route to his destination.

About 1843, the pilot stated he did not like the weather at his destination, canceled his IFR clearance, and requested VFR advisories to Barnes Municipal Airport, Westfield, Massachusetts. He also indicated that he was currently in VFR conditions and was descending to 2,500 feet.

At 1849:24, the pilot was informed that at his current altitude, he was leaving the controller's area of radar coverage. The controller suggested that the pilot contact Bradley ATC in about 10 miles, and instructed the pilot to "squawk VFR."

At 1849:44, the pilot acknowledged the transmission. At that time, the airplane was in the vicinity of Falls Village, Connecticut, on a northeasterly heading. There were no further known communications by the pilot.

About 1852, the airplane's radar track was observed to turn about 90 degrees to the left, to north-northwesterly course. The airplane's last radar target was observed about 1854, at 1,900 feet, about 8 miles south of the Great Barrington Airport (GBR), Great Barrington, Massachusetts.

The airplane was located at approximately 42 degrees, 12.631 minutes north latitude, and 73 degrees, 15.732 minutes west longitude, in a wooded area by search and rescue personnel about 1230, on March 3, 2003. The airplane struck trees and terrain on the south-southeast side of Mt. Wilcox, elevation 2,155 feet msl, approximately 7.5 miles east-northeast of GBR. The airplane came to rest in a wooded area, at an elevation of about 1,920 feet msl.

A handheld Garmin 295 global positioning system (GPS) receiver was recovered from the accident site. The receiver was downloaded by representatives of Garmin International Inc., in Olathe, Kansas, under the supervision of an FAA inspector. The GPS contained additional data beyond the last FAA radar target. The GPS data revealed that after radar contact was lost, the airplane continued on a north-northwesterly heading, and landed at GBR, about 1900. The airplane taxied to, and departed on a heading consistent with runway 29, about 2003.

After takeoff, the GPS recorded the airplane make a climbing right turn onto a northeast heading at an altitude of about 1,900 feet. The airplane continued on east-northeast heading and climbed to a maximum altitude of 2,610 feet. The airplane's last GPS target was recorded at an altitude of 2,240 feet in the vicinity of the accident site at 2008:33.

During a follow-up interview, the pilot's brother-in-law stated that the 10 year old passenger remembered the airplane "landing somewhere dark" and the pilot not being able to locate a phone.

The Great Barrington Airport was equipped with an on field fixed-base-operator (FBO). According to the airport manager, during the winter months, the FBO normally closed about dusk.

Injuries to persons

(For specific injury and exposure information, please refer to the NTSB Survival Factor's Factual Report, located in the Public Docket.)

Personnel information

The pilot held a private pilot certificate with an airplane single engine land rating, which was issued on September 15, 1997. He also held an instrument rating, which was issued on October 27, 1999. The pilot's logbook was not recovered. On his application for the instrument rating, the pilot indicated his total flight experience was 431.9 hours. He reported 303.2 hours in the PA32-300, which included 270 hours as pilot-in-command. In addition, he reported 68.4 hours of "instrument" flight experience.

The pilot reported 300 hours of total flight experience on an application for an FAA third class medical certificate, which was issued on May 9, 2000.

Aircraft information

According to a bill of sale filed with the FAA, the pilot purchased the accident airplane on July 30, 1997.

The cabin was configured with a front row of two flight crew seats (connected to the floor via seat rails) and five forward-facing single-passenger seats (connected to the floor via floor attachment fittings). The passenger seats were arranged in two rows with three seats behind the flight crew and followed by a row of two seats. The airplane had three doors: a forward-hinged automotive-type door at the co-pilot's seat, a forward-hinged automotive-type passenger door on the aft, left side of the airplane, and an upper-hinged cargo door just aft of the left side passenger door.

According to a mechanic who maintained the airplane, the most recent annual inspection was performed on September 10, 2002. Additionally, the mechanic was not aware of any problems or "squawks" with the airplane.

Meteorological information

The nearest available surface observations were from the automated surface observing systems (ASOS) at the Pittsfield Municipal Airport (PSF), Pittsfield, Massachusetts, and the Barnes Municipal Airport (BAF), Westfield\Springfield, Massachusetts. PSF was located about 15 miles north of the accident, at an elevation of 1,193 feet. BAF was located about 28 miles east of the accident site, at an elevation of 271 feet.

The reported weather at PSF was:

At 1854, wind from 320 degrees at 13 knots, gusting to 20 knots (wind varying between 270 and 340 degrees); visi