NYC97FA013

The airplane was 90 minutes into the flight, level at 10,000 feet mean sea level, on a southwest heading, when air traffic control lost radio and radar contact with the flight. ATC observed primary radar targets only continue in a northerly direction, followed by a northeasterly direction. The cockpit, right wing and engine were found impaled on a tree near the point where radar contact was lost. The left wing and engine were within 200 feet east of the right wing. Debris was scattered northeast of the main wreckage for about 10,500 feet. Examination of the wreckage revealed that the fiberglass nose assembly had failed due to an undetermined reason. Airworthiness directives had been complied with that applied to the forward baggage compartment door.

History of flight

On November 6, 1996, at 1835 eastern standard time, a Piper PA-34-200T, N5671V, was destroyed during an in-flight break-up over Lehman Township, Pennsylvania. The certificated private pilot and one passenger were seriously injured. Two passengers received fatal injures. Night visual meteorological conditions prevailed for the "mercy flight" that originated at Boston, Massachusetts, about 1701. An Instrument flight rules flight plan had been filed for the flight conducted under 14 CFR Part 91.

The airplane, owned and operated by the pilot, was participating in the AirLifeLine program. The pilot had volunteered his airplane to transport a child for a medical consultation. The flight was conducted at no charge to the family, and the pilot incurred all expenses. The pilot had flown the mother and child, and a friend of their family, from Clarksburg, West Virginia, to Boston, the morning of November 6, 1996. At the conclusion of the medical consultation, the pilot boarded the passengers, and departed Boston for the return trip to Clarksburg.

After takeoff from Boston, the pilot was issued a climb to 10,000 feet, and cleared direct to Clarksburg. The flight then proceeded uneventful with several frequency changes. At 1826, N5671V was issued a frequency change to the Huguenot sector of the New York Air Route Traffic Control Center. The pilot acknowledged the frequency change and contacted the Huguenot controller, about 1827, and stated, "Good evening New York, Lifeguard five six seven one victor with you at one zero thousand." The Huguenot controller acknowledged N5671V and issued the current altimeter setting.

At 1832.32, the Huguenot controller stated, "Lifeguard five six seven one victor, I lost your transponder sir, recycle." The controller repeated the call, at 1833.10, and stated, "Lifeguard seven one victor, I'm still getting no transponder, I don't even have a primary on you sir." There was no response from N5671V.

During a post accident interview, the pilot did not recall the accident sequence or events.

Airplane wreckage was found scatter over an area about 2 miles long and 1/2 mile wide, below the area where radar contact with N5671V was lost.

The accident occurred during the hours of night, approximately 41 degrees, 10 minutes north latitude, and 75 degrees, 59 minutes west longitude.

Personnel information

The pilot held a Private Pilot Certificate with ratings for airplane single and multi engine land, and instrument airplane. His most recent Federal Aviation Administration (FAA) Third Class Medical Certificate was issued on October 9, 1995.

According to the pilot, he estimated that he had accumulated about 2,060 hours of total flying experience, of which about 1,300 hours were in this make and model airplane.

Wreckage and impact information

The wreckage scatter path was documented on November 7, 8, and 9, 1996. The airplane wreckage was examined at the accident site on November 7, 1996, and at the Lehman Township Municipal Garage on November 7 and 8, 1996, where the wreckage was initially moved.

The examinations revealed that all major components of the airplane were accounted for within the scatter path. The airplane's main cabin floor, cockpit, right wing, right propeller and engine remained attached, and were impaled on a tree about 40 feet above the ground. Directly below the cockpit on the ground were the center fuselage section, and the remaining interior seats. The left wing and engine were about 200 feet east of the impaled wreckage, at ground level. The left propeller hub and blades were separated from the engine, and about 10 feet from the engine.

The remaining wreckage was scattered along a 2,000 foot wide debris path, that extended to the north over wooded, hilly terrain, for approximately 10,500 feet. The vertical stabilizer and the horizontal stabilator were separated into three components, and located between 1,500 feet and 3,500 feet north of the main wreckage. Debris located 10,500 feet north of the main wreckage included the interior panel of the left rear swing up door, a piece of the left rear main entrance door, pieces of cabin interior fiberglass trim, a sick sack, and exterior fiberglass from the nose section of the fuselage.

The forward baggage compartment (FBC) door was located about 2,700 feet from the main wreckage. The FBC door remained attached to its hinge, and the hinge was attached to a section of the forward assembly. The hinge was not damaged, and moved freely. The other major pieces of the FBC were located between 2,000 and 5,000 feet from the main wreckage. The locking handle and bars of the FBC door were not located. A vertical slash was observed in the FBC door fiberglass, in the vicinity of missing door locking handle. Black marks, similar to the black paint on the left propeller blade, was observed in the vertical slash.

Control continuity was established from the left aileron to the fuselage wing root separation point. Continuity was also established from the right aileron and rudder to the forward cockpit area. The stabilator balance weight was separated from the stabilator, and located with the cabin wreckage. The upper stabilator cable was separated about 12 inches from the balance arm connection point. The lower cable and connector were separated from the balance arm. The lower cable extended forwarded to the cockpit area.

The manual flap handle was level with the cockpit floor, and the flaps were in the retracted position. The gear handle was in the down position. The right main gear was in the down and locked position. The left gear was found in its respective wheel well and the down lock link was broken. The nose gear strut was partially extended. The lower half of the nose strut and wheel were missing. The stabilator trim cable drum was indicating full up trim; however, both cable ends were separated, and displayed the characteristics of tension overload.

The left horizontal stabilator was separated from the fuselage, and the failed ends were bent down and aft. The right horizontal stabilator was also separated from the fuselage, and the failed ends were bent upward. The leading edges of both stabilators were wrinkled. The right stabilator displayed an indentation on the leading edge, about 10 inches outboard from the fuselage, and about 1/2 inch deep. The left wing was separated from the fuselage, and the outer half of the wing was bent downward.

The left engine remained attached to the left wing. The spark plugs were of the fine wire type, and gray in color. The flow divider contained fuel and was absent of debris. There was no evidence of a preimpact failure of the engine. The propeller blades remained attached to the hub, which was separated at the engine crankshaft. Propeller blade angles were in the vicinity of a low pitch position.

The right engine remained attached to the right wing. The engine remained in a tilted position for about 18 hours while impaled on the tree. The spark plugs were of the fine wire type. The spark plugs in the numbers 2, 4, and 6 cylinders were light gray in color. The spark plugs in the numbers 1, 3, and 5 cylinders (the down side of the engine) contained a light coat of oil. There was no evidence of a preimpact failure of the engine. The propeller blades remained attached to the hub, which remained attached to the engine. The propeller blades were in a high pitch position, similar to a feathered positioned. The flow divider contained fuel and was absent of debris.

Meteorological

A review of the National Weather data revealed that there were no AIRMETS or SIGMETS issued for moderate or severe turbulence, and there were no weather cells in the Lehman Township area. Additionally, there were no reports from airplanes in the area of wind shear, or moderate to severe turbulence.

Tests and re