NYC06FA155

About an hour before takeoff, the pilot obtained an updated weather briefing, which included a discussion about thunderstorm activity along the route of the flight. About 2 hours 30 minutes after takeoff, the pilot was deviating around thunderstorm activity when the airplane disappeared from radar. A witness near the accident heard the engine "revving up and down," a "muffled pop," and then silence, before seeing debris falling from the sky, well above the tree line. Examination of the airplane revealed that it experienced an in-flight breakup; however, no evidence of a mechanical malfunction was identified. Weather radar images indicated the airplane entered a developing area of moderate to heavy intensity echoes consistent with a convective cell or thunderstorm. The pilot advised air traffic control he was receiving weather information through a portable GPS receiver, with a weather subscription service. There were no published Convective SIGMETs (significant meteorological information), SIGMETs, or Center Weather Advisories for thunderstorms, current at the time of the accident for the area encompassing the accident site. The pilot received his airplane multiengine rating, on May 13, 2006, as of as of June 18, 2006, the pilot had accumulated about 1,720 hours of total flight experience, which included 32.6 hours in multiengine airplanes; of which 26.8 hours were accumulated in the accident airplane. In addition, the pilot had logged about 140 and 68 hours of actual and simulated instrument flight experience; respectively. Except for 0.4 hours of simulated instrument flight experience logged during his multiengine rating check ride; the pilot had not logged any additional instrument flight experience in multiengine airplanes.

History of flight

On June 25, 2006, about 1250 eastern daylight time, a Piper PA-34-220T, N8371X, was destroyed when it impacted terrain, after an in-flight break up near Tafton, Pennsylvania. The certificated private pilot, a pilot rated passenger, and a second passenger were fatally injured. Instrument meteorological conditions prevailed and an instrument flight rules (IFR) flight plan was filed for the flight that departed Piedmont Triad International Airport (GSO), Greensboro, North Carolina, destined for the Sanford Regional Airport (SFM), Sanford, Maine. The personal flight was conducted under 14 CFR Part 91.

The pilot was flying to Maine with his father, a retired airline pilot, who was seated in the right front seat, and his sister seated in a rear seat.

According to information obtained from Lockheed Martin Services, Inc., at 0641, the pilot contacted the Miami automated international flight service station by telephone, to obtain an abbreviated briefing for the flight. At 0931, the pilot obtained an updated weather briefing from the Raleigh automated flight service station (AFSS). The pilot and the weather briefer discussed thunderstorm activity along the route of the flight, and the pilot subsequently filed an IFR flight plan.

According to information obtained from the FAA, the airplane departed GSO, about 1023, and progressed toward SFM without incident. The pilot made initial contact with Wilkes-Barre air traffic control (ATC), Avoca, Pennsylvania, about 1229, at an altitude of 7,000 feet, and a ground speed of 180 knots. At 1233, ATC informed the pilot of an area of severe weather located 6 miles ahead of the airplane's flight path, and asked if the pilot had weather radar available. The pilot replied that he had a global positioning system (GPS) receiver with weather radar, and observed weather at his one o'clock position. Air traffic control indicated that the weather was at the pilot's twelve-thirty to one o'clock position, 4 miles away. At 1238, the pilot asked ATC if he could fly direct to the Kingston VOR, and he was subsequently cleared to the RAGER intersection. There were no further communications from the airplane. At 1247:27, radar data indicated that the airplane was at an altitude of 6,900 feet, and a ground speed of 162 knots. At 1247:52, the airplane was at an altitude of 6,400 feet, and a ground speed of 137 knots. The airplane's last radar target was observed at 1248:06, at an altitude of 5,300 feet, and a ground speed of 137 knots.

A witness near the accident site stated that he heard the sound of an engine "revving up and down." He did not see the airplane; however, he heard a "muffled pop" and then no longer heard the engine noise. He then observed debris falling from the sky, well above the tree line. Another witness observed small debris, similar to insulation, falling from the sky for up to 5 to 10 minutes.

The accident occurred during the hours of daylight approximately 41 degrees, 24.9 minutes north latitude, and 75 degrees, 11.6 minutes west longitude.

Personnel information

The pilot held a private pilot certificate, with ratings for airplane single engine land and instrument airplane. He also held an airplane multiengine land rating, which he received on May 13, 2006.

According to the pilot's logbook, as of June 18, 2006, he had accumulated about 1,720 hours of total flight experience, which included 32.6 hours in multiengine airplanes; of which 26.8 hours were accumulated in the accident airplane. In addition, the pilot had logged about 140 and 68 hours of actual and simulated instrument flight experience; respectively. Except for 0.4 hours of simulated instrument flight experience logged during his multiengine rating checkride; the pilot had not logged any additional instrument flight experience in multiengine airplanes.

The pilot's most recent FAA third class medical certificate was issued July 29, 2004.

Aircraft information

The airplane was co-owned by the pilot, and according to Federal Aviation Administration (FAA) records, was purchased on April 12, 2006.

Review of the airplane's maintenance records revealed that it had been operated for about 100 hours since its most recent annual inspection, which was performed on May 15, 2006. At the time of the accident, the airplane had been operated for about 4,970 hours, and both engines had been operated about 1,300 hours since they were overhauled. The airplane's most recent pitot static system check was conducted on May 19, 2006.

Meteorological information

The National Weather Service surface analysis chart for 1100, revealed a low pressure system located in West Virginia, with a stationary front extending east-northeastward from the low across central and northern Pennsylvania, New Jersey, and into New York. The accident site was immediately north of this frontal boundary.

Weather observations taken at the Pocono Mountains Municipal Airport (MPO), Mount Pocono, Pennsylvania, which was located about 21 miles southwest of the accident site, reported:

At 1244: winds from 130 degrees at 10 knots; visibility 3/4 statue mile with heavy rain and mist; ceiling 500 feet broken, 1,200 feet overcast; temperature 66 degrees F; dew point 64 degrees F; altimeter 30.14 in\hg.

At 1253: winds from 130 degrees at 9 knots; visibility 2 statue miles with light rain and mist; ceiling 500 feet broken, 900 feet overcast; temperature 66 degrees F; dew point 64 degrees F; altimeter 30.14 in\hg.

Weather radar images obtained from Binghamton, New York, depicted echoes on the range of 30-35 dBZ or VIP level 2 moderate intensity over the accident site, with echoes of 40 dBZ or VIP level 3 "strong" intensity within 5 miles east of the accident site, and 45 dBZ or VIP 3/4 "strong-to-very strong" south and moving north.

There were no published Convective SIGMETs (significant meteorological information), SIGMETs, or Center Weather Advisories for thunderstorms, current at the time of the accident, for the area encompassing the accident site.

When the airplane's flight path was plotted onto the weather radar images, the flight path was observed entering into a developing area of 35 to 40 dBZ activity or moderate to heavy intensity echoes consistent with a convective cell or thunderstorm, about the time of the accident.

The co-owner of the airplane confirmed that the GPS receiver was able to display and obtain weather information through an XM Satellite weather subscription service. A representative from Garmin stated that the NEXRAD weather radar images updated automatically about every 5 minutes.

Wreckage and impact information

The main wreckage came to rest upright, on a magnetic course of 230 degrees, about 28 miles east of the Wilkes-Barre/Scranton Airport (AVP), Avoca, Pennsylvania. The airplane was located in a wooded area within a housing development, surrounded by trees that were about 30 to 40 feet tall. No damage was noted to the trees that surrounded the wreckage. Both the left and right wings separated from the airframe outboard of their respective engine nacelles. Both wings were located about a 1/4 mile from the main wreckage. The right wing was on a 250 degree bearing from the main wreckage, and the left wing was on a 225 degree bearing from the main wreckage. Both wing tips were not located. Approximately 4 feet of the upper right wing spar cap was bent upward about 90 degrees. The rudder remained attached to the vertical stabilizer. The right horizontal stabilator was separated and not located. A portion of the right side of the horizontal stabilator spar, which remained with the empennage, was displaced rearward, and the upper spar cap was compressed downward.

Flight control continuity was confirmed from the forward cockpit area, to the rudder and horizontal stabilator, and from the forward cockpit area, to the point of the respective left and right wing separ