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N9299N accident description

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Tail numberN9299N
Accident dateDecember 19, 2008
Aircraft typePiper PA-32R
LocationNorth Canton, OH
Near 40.933889 N, -81.378056 W
Additional details: None

NTSB description

On December 19, 2008, about 1753, a Piper PA-32R-301T, N9299N, received substantial damage on impact with terrain during a precision approach to runway 23. A post crash fire then ensued. The airplane impacted the front lawn of a vacant house about two miles east-northeast from Akron-Canton Regional Airport (CAK), Akron, Ohio. Night instrument meteorological conditions prevailed at the time of the accident. The pilot was fatally injured and there were no ground injuries. The flight departed from College Park Airport (CGS) College Park, Maryland, about 1531 and was returning to CAK at the time of the accident.

During the approach to CAK, N9299N asked whether there were any reports of icing to which air traffic control (ATC) responded that there were no reports. ATC then instructed N9299N to provide a report of icing if encountered. No reports were received by N9299N. Preliminary radar data shows that the airplane maintained assigned headings and altitudes while en route to CAK.

The airplane received radar vectors to the instrument landing system (ILS) approach to runway 23. The airplane was vectored to intercept the approach about two miles from the outer marker. The airplane was inbound from the outer marker when ATC advised N9299N that it was left of course. ATC asked if N9299N would like to be resequenced and N9299N responded by transmitting “correcting.” The airplane altitude was still about 3,200 feet (the intermediate segment altitude for the approach is 3,200 feet). ATC then advised N9299N that it was “well left of the localizer” and if it would like to be resequenced. N9299N responded by transmitting that it would “like to correct.” N9299N was about 2 ½ miles from the airport when it then transmitted if it could execute a 360-degree turn. ATC then instructed N9299N to climb and maintain 3,000 feet and queried N9299N’s present heading. N9299N transmitted, “heading due north and climbing.” N9299N then declared an emergency.

A witness reported that he was outside of his home when he first heard a “loud” engine sound from a small aircraft. The sound was coming from the north and sounded as though the pilot was trying to accelerate “rapidly.” Suddenly, the witness saw two bright lights coming almost nose first toward the ground with the engine “roaring.” Based upon the witness’ view of the lights, he assumed the airplane was flying west to east. He lost sight of the airplane when it descended below a tree line.

The pilot held a private pilot certificate with single-engine land and instrument airplane ratings. The pilot reported a total flight time of 510 hours at the issuance of his last medical certificate dated October 19, 2007.

The CAK weather observations for the following times are:

1735: wind - 280 degrees at 9 knots; visibility - 10 miles; sky condition - broken 700 feet above ground level (agl), overcast 1,400 feet agl; temperature – 1 degree Celsius (C); dew point - -1 degree C; altimeter 29.77 inches of mercury

1751: wind - 300 degrees at 11 knots; visibility - 9 miles; sky condition - broken 500 feet agl, overcast 1,000 feet agl; temperature – 1 degree C; dew point - -1 degree C; altimeter 29.78 inches of mercury

1809: wind - 300 degrees at 10 knots; visibility – 2 1/2 miles, mist; sky condition - overcast 400 feet agl, overcast 1,000 feet agl; temperature – 1 degree C; dew point - -1 degree C; altimeter 29.78 inches of mercury

The wreckage path was about 290 feet in length along an approximate heading of 120 degrees. The wreckage path contained the fuselage, empennage, wings, engine, and propeller. The propeller, which was separated from the engine, exhibited S-shaped bending consistent with engine power. No anomalies were noted with the flight control system that would have precluded normal operation. The landing gear was extended.

(c) 2009-2011 Lee C. Baker. For informational purposes only.