NYC98FA124

Before departure, the non instrument rated, pilot rated passenger received two weather briefings. During the first briefings she was advised that VFR flight was not recommended. The second briefing she did not complete, expressing concern about the weather. She then briefed her father, who was also a non instrument rated pilot about the weather, adding she did not feel comfortable with the conditions. The father then called Bridgeport AFSS, and requested the cloud tops. The airplane departed, and the pilot requested radar traffic advisories from approach control. The last 37 seconds of radar beacon data revealed that the airplane turned left approximately 180 degrees and descended from 6,500 feet msl to 5,600 feet msl. The airplane then entered an uncontrolled descent and the right wing separated. The pilot had a total of 350.0 hours of flight experience, and the pilot rated passenger had a total of 90.2 hours of flight experience. At the time of the accident, another pilot in the area reported IMC conditions from 6,000 feet msl to 8,000 feet msl and moderate turbulence. Examination of the wreckage revealed no structural failures from fatigue.

History of flight

On June 3, 1998, at 1042 eastern daylight time, a Piper PA-28-181, N75137, operated by Oconto Blue Skies Inc. (a flying club) was destroyed after the right wing separated and subsequent impact with terrain near Dalton, Massachusetts. The certificated private pilot, a pilot rated passenger, and a passenger sustained fatal injuries. Instrument meteorological conditions prevailed for the personal flight that originated from Norwood Memorial Airport (OWD), Norwood, Massachusetts, destined for Niagara Falls International Airport (IAG), Niagara Falls, New York. The flight was conducted under 14 CFR Part 91, and a visual flight rules (VFR) flight plan was filed and activated.

The Bridgeport Automated Flight Service Station (AFSS) received a call, at 0540, by a person using the call sign N75137. A review of the transcript revealed that the caller was briefed on AIRMET tango for occasional moderated turbulence and the presence of instrument flight rules (IFR) conditions from Norwood to the Hudson River Valley. The briefer added that VFR flight would not be recommend.

The Bridgeport AFSS received another call, at 0833, by a person using the call sign N75137. The transcript revealed that the briefer asked, "...you can do this IFR if you have to." The caller responded, "No VFR." The briefer then provided the following information, "...through southern vermont...albany area out to syracuse and utica they're all running between twenty five hundred to three thousand feet broken to overcast tops about seven thousand feet...looking for...occasional moderate turbulence below eight thousand feet...I've got...a couple of reports in the boston area, seems to be moderate...turbulence right up through the cloud layers and up to about...fourteen thousand feet..."

The briefer continued, "...so I don't...really know where you want to go from here did you want to continue?" The caller responded "no that's good." The briefer added, "...be glad to go further with you I just don't." The caller answered "yeah that's just it doesn't yeah it just doesn't sound very good."

A witness stated that he heard the caller (the "daughter" of the pilot) on the phone getting the weather briefing. The witness also heard the daughter discussing that weather briefing with "her father."

The witness stated:

"At the completion of her briefing her father asked some questions about the weather....She couldn't answer some of the questions he asked, stating she didn't get a complete briefing because what she had heard so far sounded bad enough that she didn't see the point in continuing the briefing."

The witness added, "Her tone was nervous and anxious." The witness also stated, "The only statement the daughter made that I remember exactly was 'It is not something I feel comfortable with but...' clearly deferring to her fathers judgement."

The Bridgeport AFSS provided a third weather briefing at 0840, to a person using the call sign N75137. This was the last weather briefing given to anyone using that call sign. "Yeah bridgeport archer seven five one three seven...we've had a personal briefing and uh looks like we're going to have a change in pilots here.... I just want the tops..."

The airplane departed Norwood about 0930, and proceeded west toward Albany, New York. About 1030, N75137 contacted Albany Approach Control for radar traffic advisories. After two-way communication was established, a transponder code of 3470 was assigned, and radar services were provided. Prior to the accident, Albany did not receive any reports that N75137 was experiencing difficulties.

Approximately 3 miles to the north of Dalton, at 1042, radar data showed the target squawking 3470 at 6,500 feet msl on a ground track of 305 degrees. Twenty-three seconds later, the target was on a ground track of 248 degrees at an altitude of 6,500 feet msl. In another 9 seconds, the ground track changed to 185 degrees, and the altitude changed to 6,200 feet msl. In the next and final 5 seconds of radar data, the target's ground track changed to 145 degrees, and its altitude change from 6,200 to 5,600 feet msl.

A witness, approximately 1 mile from the accident site, reported the airplane sounded like it was in a steep dive, "like at an airshow". The witness added that he saw the airplane coming out of the clouds in a spin with pieces coming off it. Other witnesses reported hearing an increase in engine noise, and seeing the right wing "just fold back."

The accident happened during the hours of daylight. The wreckage was located, 42 degrees 30.01 minutes north latitude, 73 degrees 09.32 minutes west longitude, and approximately 1,550 feet msl.

Personnel information

The pilot held a private pilot certificate with a single engine land rating. He was not instrument rated. He was issued a FAA third class medical on February 3, 1997. His logbook was not recovered, but on his last application for a third class medical he reported 350.0 hours of flight experience.

The pilot rated passenger, the daughter of the pilot, held a private pilot certificate with a single engine land rating. She also was not instrument rated. She was issued a third class FAA medical on December 30, 1996. Her logbook reflected the following flight experience, 3.1 hours of night, 0.7 hours of simulated instruments, and 0.0 hours of actual instruments. Her total flight experience was 90.2 hours.

Meteorological information

At 1056, Albany, New York, was reporting winds 300 degrees at 18 knots, gust 24 knots, 10 miles of visibility, 4,500 feet Broken, 5,000 feet overcast, temperature 51 degrees Fahrenheit, dew point 36 degrees Fahrenheit and an altimeter setting of 29.66 inches of mercury.

In a written statement, a Massachusetts state police helicopter pilot, that flew to the site, reported strong up and down drafts in the vicinity of the site. On several occasions, the gusts were strong enough to require a reduction in torque to prevent retreating blade stall.

At the time of the accident, the pilot of a Cessna 210M was approximately 5 miles to the south of the accident site. He reported instrument meteorological conditions (IMC) at both 8,000 feet msl and 6,000 feet msl. He observed that occasionally it looked lighter below. He even caught a glimpse of a lower cloud deck, and then the ground, but it was "very hazy." In the Albany area he estimated the ceiling was 3,000 feet broken to overcast.

The pilot added that in the vicinity of the Chester VOR, he slowed his airplane from 140 knots indicated airspeed (IAS) to 120 knots of IAS for about 5 minutes because of turbulence.

Wreckage and impact information

On June 4, 1998, the wreckage was examined at the accident site. The airplane's left wing, fuselage, engine, and tail section were next to a 70 foot tree that had freshly broken branches at its top and scrape marks down its side. The airplane came to rest on a heading of 269 degrees magnetic, on a down slope that measured 15 degrees. The airplane's right wing and left horizontal stabilator were found approximately 1 mile to the east of the main wreckage. Clothing, small piece of airframe, and insulation were found between the right wing and the main wreckage.

The fuel selector was set approximately 3 degrees past the right fuel tank position. The right fuel tank had approximately 15 gallons of fuel. The left fuel tank was compromised, but the ground around the tank smelled of fuel.

Because of impact damage to the cabin floor, instrument panel and fire wall, flight control continuity could only be established to the front of the pilot's seat.

From the top of windscreen to a point 4 feet aft, the roof of the cabin was twisted from right to left, approximately 145 degrees. Aft of that point, the roof was missing, and approximately 2 feet aft the cabin, the empennage separated from the fuselage.

The engine was parti