NYC07FA088

The pilot was conducting a local flight in good weather, when he radioed air traffic control (ATC), to request a vector to his home airport. At the time, the airplane was about 10 miles southwest of the home airport, heading away from the airport, and the pilot was lost and disoriented. The controller provided the pilot with a position report and a vector to the pilot's airport; however, the pilot subsequently flew erratically at low altitudes and did not respond to calls by ATC several times. The airplane then impacted a wooded area. The pilot had a history of multiple severe medical conditions, and was at high risk for a stroke, having had a previous transient ischemic attack (TIA) (mini-stroke). A TIA or stroke could reasonably account for the pilot's disorientation and confusion just prior to the accident. Although the autopsy did not discover any evidence of stroke, such evidence would only be seen if the pilot had a completed stroke and lived long enough for changes in the brain to become apparent (usually several hours at the least). It is most likely that the pilot's disorientation and confusion immediately prior to the accident were consistent with a stroke or a transient ischemic attack. None of the pilot's severe medical conditions or the medications he was taking was reported to the FAA during the pilot's most recent application for a third class medical certificate. Had they been reported, the certificate would have been denied. The pilot's personal physician believed that the pilot had not been flying as a pilot for at least 5 years. Examination of the wreckage did not reveal any preimpact mechanical malfunctions.

History of flight

On March 28, 2007, about 2005 eastern daylight time, a Piper PA-28-151, N33521, was destroyed when it impacted trees in Howell, New Jersey, while on approach to Monmouth Executive Airport (BLM), Farmingdale, New Jersey. The certificated private pilot was fatally injured. Visual meteorological conditions prevailed, and no flight plan was filed for the local personal flight conducted under 14 CFR Part 91.

According to data from the Federal Aviation Administration (FAA), the pilot contacted McGuire Air Force Base Approach Control (McGuire Approach) at 1955. The pilot believed he was about 5 miles from his home airport, BLM, and requested directions. The pilot further stated that he had lost his ground reference.

At 1956, the McGuire Approach controller radar identified the airplane. At that time, the airplane was about 10 miles southwest of BLM, at an altitude of 2,200 feet, and flying southwest away from BLM. The controller provided a position, and a recommended a vector of 040 degrees. The controller also asked if the pilot would like flight following, and the pilot replied affirmative. The pilot then made a left turn and reversed course to a northeast direction.

At 1959, the pilot reported that he was indicating about 10 miles from BLM, which the controller acknowledged. At that time, the airplane was at 1,300 feet, traveling northeast.

Between 1959 and 2002, the airplane descended to 200 feet and then climbed back to 900 feet. The descent occurred in the vicinity of Lakewood Airport (N12), Lakewood, New Jersey.

At 2002, the pilot reported the he was indicating 7 miles from BLM, and heading 040 degrees. At that time, the airplane was at an altitude of approximately 900 feet. The controller responded that the information appeared to be correct. The controller subsequently attempted to contact the pilot five times, to ask him if he had the airport in sight. The pilot did not respond.

At 2003, after the sixth transmission, the pilot acknowledged the transmission, and subsequently stated the he believed he had the airport in sight. The controller then terminated radar services and approved a frequency change. At that time, the airplane was about 5 miles southwest of BLM, at an altitude of 400 feet.

About 40 seconds later, the pilot radioed McGuire Approach on a frequency which was not in service. The pilot reported that he did not have the airport in sight. The last radar return was recorded about the same time. It indicated that the airplane was at 100 feet, traveling northeast, about 5 miles southeast of BLM. The last radar return was approximately 1 mile southeast of the accident site.

No further transmissions were received from the accident airplane.

Seven witnesses were identified during the accident investigation. One witness met investigators at the site, and six others were identified on the police report.

The witness who met investigators lived near the accident site. He reported that he saw lights and an airplane traveling through trees, followed by a postcrash fire. The witness did not recall hearing engine noise.

A second witness also lived near the accident site, and was standing in his yard at the time. He reported hearing engine noise, which was constant with no sputtering. He then saw the airplane flying "low," descending into trees.

A third witness was driving near the accident site, with the vehicle windows down. He heard engine noise, but could not be sure if it was normal noise or sputtering. He then saw the airplane and its lights descend into trees.

A fourth witness was standing near the accident site. She saw the airplane descend into the trees at an angle. The witness further stated that she did not hear anything unusual.

Attempts to contact the remaining three witnesses via telephone and written correspondence were unsuccessful.

The accident occurred during the hours of dusk; located about 40 degrees, 07.64 minutes north latitude, and 74 degrees, 09.20 minutes west longitude.

Personnel information

The pilot held a private pilot certificate, with a rating for airplane single engine land. His most recent FAA third class medical certificate was issued on August 9, 2005. At that time, the pilot reported a total flight experience of 1,550 hours.

The pilot's logbook was not recovered; however, he had completed an aircraft insurance application on October 4, 2006. At that time, he had reported a total flight experience of 1,800 hours; of which, 275 hours were in the same make and model as the accident airplane.

Aircraft information

The airplane's most recent annual inspection was completed on September 15, 2006. At that time, the airplane had accumulated 6,062.5 hours of operation. The engine had accumulated 1,936.4 hours of operation since major overhaul.

Meteorological information

The reported weather at BLM, at 2015, was: wind from 010 degrees at 7 knots; visibility 10 miles; sky clear; temperature 55 degrees Fahrenheit; dew point 18 degrees Fahrenheit; altimeter 30.27 inches Hg.

Wreckage and impact information

The wreckage was located in a wooded area, adjacent to a residential area, approximately 4 miles southwest of BLM. The wreckage was examined on March 29, 2007, and all major components of the airplane were accounted for at the scene. An approximate 150-foot debris path was observed, that originated with tree strikes and a landing gear wheel cover. The debris path extended on a course of approximately 110 degrees, and terminated at the main wreckage. Several freshly cut tree branches were recovered along the debris path. They were cut at approximate 45-degree angles, and the cuts exhibited black paint transfer. The left wingtip and left aileron were located about 130 feet along the debris path.

The main wreckage was resting inverted, and oriented about a 055-degree heading. The cabin and cockpit area were consumed by fire. The empennage, elevator, and rudder remained intact, and were charred. Flight control continuity was established from the cockpit controls to the rudder, elevator, elevator trim, and aileron bellcranks. A jackscrew measurement of the elevator trim revealed that it was in the approximate neutral position. The flap handle was located near the cockpit area, and in the flaps retracted position. The fuel selector was in the right fuel tank position.

The left wing had separated, and was resting near its attach point. The left wing exhibited impact damage consistent with a tree strike. The left flap remained attached to the left wing, and in the retracted position. The left fuel tank was compromised consistent with impact damage. The right wing remained partially attached to the fuselage, and exhibited impact damage along the leading edge. The right aileron and flap remained attached to the right wing. The right flap was in the retracted position, and the right aileron was approximately neutral. The right fuel tank was compromised consistent with impact damage.

The propeller remained attached to the engine, and the engine remained attached to the fuselage. One propeller blade was curled at the tip, and the other propeller blade exhibited s-bending. The carburetor sustained impact damage, and was found separated from its mount flange and throttle plate. The floats, venturi, and data plate had separated and were not recovered. The gascolator was founded separated and fractured.

The engine was removed from the airframe for inspection. The crankshaft was then rotated by hand through an accessory gear drive. Camshaft, crankshaft, and valve train continuity were confirmed, and thumb compression was obtained on all four cylinders. The oil filter contained oil, and no metallic contamination was observed. When rotated by hand, both magnetos produce spark at all four leads. The top sparkplugs were removed for inspection; their electrodes were intact and