NYC95FA056

The single engine airplane departed with two pilots, two passengers, baggage and equipment. At takeoff, the airplane was 955 pounds over the maximum allowable gross weight, and 2 inches beyond the aft c.g. limit. After 4 hours of flying, the pilot elected to divert to another airport, due to icing conditions. During the descending left turn from base leg to final approach to runway 22, the airplane dropped, struck the ground, and slid 250 feet. The wings were separated from the airplane during the ground slide by two trees. A satisfactory postaccident engine run was completed. The airplane was calculated to be about 600 pounds over the maximum landing weight, and 2 inches beyond the aft c.g. limit. The air induction lever was in the primary position, and not the required alternate position for icing conditions. The propeller and stall warning heat switches were off. The airplane had been flying in light freezing rain, which the POH stated should be avoided. Severe mixed icing was reported 25 miles northwest of the airport. Winds at the airport were from 150 degrees at 10 knots, gusting to 16 knots.

History of flight

On February 14, 1995, at 2250 central standard time (CST), a Piper PA-46-310P, N9YP, operated by Automated Environments Inc., was destroyed when it struck the ground while on a visual approach to the Chippewa Valley Regional Airport (EAU), Chippewa Falls, Wisconsin. The pilot and copilot received fatal injuries, and both passengers were seriously injured. Visual meteorological conditions prevailed, and an instrument flight rules (IFR) flight plan had been filed for the flight conducted under 14 CFR Part 91.

The pilot, Mr. Joey Baum, and the co-pilot, Mr. Alfred Campbell, were co-owners of the company that owned the airplane. This flight was to transport the co-owners and two company employees from Ithaca, New York, to Minneapolis, Minnesota, to attend a business conference.

One of the passengers, Mr. Thomas D'Alfonso, met both owners at Mr. Baum's house to prepare for the trip. Mr. William Conrad, the other passenger, was to meet the others at the airport, about 1700 CST.

Mr. Baum telephoned the Buffalo Automated Flight Service Station (AFSS), at 1648 CST, and obtained a weather briefing. He then filed an IFR flight plan from the Tompkins County Airport (ITH), to the Minneapolis-St. Paul International Airport (MSP). Mr. Baum informed Mr. D'Alfonso and Mr. Campbell that there was some weather along the route of flight, but he would keep checking on it, and would stop en route if necessary. The group then departed for the airport to meet Mr. Conrad.

During an interview with Mr. D'Alfonso, he stated that after the group met at ITH, they loaded the airplane with their baggage and equipment. According to Mr. D'Alfonso, they had a "full airplane." He stated that the front baggage compartment was filled with baggage and equipment, and the rear baggage and passenger compartments were filled with computer equipment, luggage, and display material. Equipment was placed on the two aft, forward facing seats, on the floor between the passenger seats, and in the isle.

None of the equipment was tied down. There was no discussion about the weight of the equipment, or the total weight of the airplane.

After all personnel boarded the airplane, the engine was started, and the airplane was taxied for takeoff. After takeoff, Mr. D'Alfonso recalled hearing a buzzer sound that lasted for a few seconds.

According to Air Traffic Control records, N9YP was cleared for takeoff, about 1815 CST, by the ITH control tower, and then given a frequency change to contact Buffalo (BUF) Departure Control. The pilot of N9YP contacted the BUF controller and was issued climb instructions to 8,000 feet. In response to these instructions, N9YP requested and received an amended altitude of 6,000 feet, where the remainder of the cruise flight was conducted.

Several frequency changes occurred during the next 2 1/2 hours while the flight proceeded through Canadian airspace and back into United States airspace. At 2045 CST, N9YP contacted Minneapolis Air Route Traffic Control Center (ZMP), reported level at 6,000 feet, and was given an altimeter setting.

The ZMP controller issued a weather advisory to N9YP, at 2109 CST, for low ceilings, freezing drizzle, and light snow around Eau Claire, Wisconsin, and suggested that N9YP check the weather in central Wisconsin. The pilot requested a frequency change and contacted Lansing AFSS, about 2120 CST.

The Lansing AFSS provided N9YP the MSP weather, which included visibility of 3 miles with light freezing drizzle and light snow; and the weather at the Chippewa Valley Regional Airport (EAU), Eau Claire, Wisconsin, which reported a ceiling of 3,200 feet, and visibility of 15 miles. They also provided N9YP AIRMET Zulu for occasional moderate mixed icing.

The pilot of N9YP acknowledged the weather and returned to the ZMP controller frequency. The flight continued for another 30 minutes when the ZMP controller issued N9YP an advisory of "progressively worse" weather ahead. The pilot requested and received a frequency change to Green Bay AFSS, received an update on the weather, and returned to the ZMP frequency, at 2214 CST.

The ZMP controller issued an advisory to N9YP for moderate icing at 5,000 feet, west of the EAU area, at 2223. On the same frequency, at 2232 CST, a Jetstream 31 turbo-prop, Flagship Flight 762, reported, "...this ice, it's bordering on severe." The pilot of N9YP requested the position of the airplane that reported the severe icing. He was informed by the ZMP controller the airplane was about 25 to 30 miles northwest of EAU.

About 2 minutes later, the ZMP controller requested, "Malibu nine yankee pop, radar contact 25 miles southeast of Eau Claire, how's your icing there." The pilot advised, "Nine yankee pop, ah we're getting a ah light layer on our windshield that's about the only place it's adhering to right now."

At 2235 CST, Flagship 762 transmitted, "Ah center, sixty-two, just for your information, we've gone back and forth from Eau Claire three times today, and ah this is the worst ice I've seen all day, this is really bad...we've had moderate to severe, ah bordering on severe, on just about every leg, and then this is the worst, we couldn't even climb out of ten thousand five hundred, this Jetstream Thirty-one, and we're going, we're back to seven now just to stop the thing from stalling."

The pilot of the Jetstream later clarified that he had been flying in severe mixed icing. After the ZMP controller acknowledged this transmission, at 2237, N9YP stated that he desired to proceed to EAU.

The controller cleared N9YP to EAU and to descend to 3,000 feet. He indicated that the last airplane to land at EAU, about 30 minutes prior, had conducted a visual approach to the airport. The controller also provided the latest EAU weather to N9YP, which indicated that the ceiling was 2,300 feet, the visibility was 15 miles with light freezing drizzle, and the winds were from 150 degrees at 14, gusting to 22 knots.

At 2244 CST, the pilot of N9YP advised the ZMP controller that he was over the airport and stated, "we'll take a visual." The controller cleared N9YP for the visual approach, and 1 minute later the pilot stated, "Minneapolis, nine yankee Pop, we'll cancel IFR."

The controller acknowledged the cancellation and N9YP stated, at 2245 CST, "Nine Yankee Pop, thanks for your help." That was the last transmission received from the airplane.

Mr. D'Alfonso stated during his interview that he fell asleep about 1 1/2 hours after takeoff, and awoke when he felt the airplane descending. He said that when he awoke, everyone on the airplane appeared calm, and the descent for landing was normal. During one descending turn, the airplane rocked back and forth, but steadied itself. The airplane remained stable during a subsequent bank, level flight, and the final approach. He thought they circled the airport once, and recalled "normal airplane and engine noises," during the approach. Mr. D'Alfonso stated that when the accident occurred, he was expecting "to hear the wheels hit the runway."

Mr. D'Alfonso stated, "It felt like when we decelerated to land, that there was no more, its as if the engine had stopped and we fell out of the sky." Just before touchdown, Mr. D'Alfonso recalled hearing one of the pilot's say, "Oh no, Oh **** (expletive)." The last thing Mr. D'Alfonso felt was a vertical descent, "like the bottom fell out." The vertical motion took less then 1 second before ground contact, and was simultaneous with the "Oh no" from the crew.

The other passenger, Mr. Conrad, stated that the pilots had received reports of icing while en route and decided to go to an alternate airport due to the weather. During the descent to the alternate airport, the airplane encountered icing conditions, and the crew used the airplane ice boo