NTSB Factual Report

HISTORY OF FLIGHT

On November 22, 2001, approximately 1005 central standard time, a Piper PA-28-160 single-engine airplane, N6321W, was destroyed when it impacted terrain during an uncontrolled descent near Ben Wheeler, Texas. The airplane, owned by the pilot and two other individuals, was operated by the pilot under 14 Code of Federal Regulations Part 91. The private pilot, sole occupant of the airplane, received fatal injuries. Visual meteorological conditions prevailed for the cross-country flight, and a flight plan was not filed. The personal flight departed Grand Prairie, Texas, at an unknown time, with a planned destination of Tyler, Texas.

One witness, located approximately 400 yards from the accident site, reported hearing the airplane flying "low and the engine turning at extremely high RPM." He further stated that he "heard and felt the explosion of the crash."

A second witness, located approximately one mile from the accident site, reported hearing an airplane and the "engine sounded normal at first, then the engine increased in speed." He further stated that "about 5 to 10 seconds" later he heard the "boom of the crash."

A third witness, located approximately 3/4 mile from the accident site, reported hearing an airplane sound "like it was coasting." The coasting sound lasted 5 seconds, followed by a diving sound for about 3 seconds. This witness reported the engine sound stopped, and then she heard a "thud" and "felt the ground shake."

Two of the witnesses, who called 911, and local authorities, who were notified at 1006, responded to the accident site. Volunteer fire departments, who were dispatched at 1007, arrived at the accident site at 1015; however, heavily wooded terrain hampered personnel in extinguishing the fire. Local authorities reported the accident was non-survivable.

PERSONNEL INFORMATION

On July 17, 1965, the pilot was issued his private pilot certificate with a single-engine land rating. On December 19, 1991, the pilot was issued a third class medical certificate with the limitation: "must have available glasses for near vision." On the medical application, the pilot reported flight time was 1,500 hours with 180 hours in the previous 6 months. No additional information on the pilot's flight time could be obtained. A review of Federal Aviation Administration (FAA) records did not reveal any evidence that the 76-year old pilot held a current medical certificate.

Interviews with acquaintances disclosed no evidence of any activities that would have prevented the pilot from obtaining sufficient rest in the 72 hours before the accident.

AIRPLANE INFORMATION

N6321W, a Piper PA-28-160, serial number 28-406, was issued a FAA Standard Airworthiness Certificate on January 29, 1965, and was certificated for normal category operations. The Piper PA-28-160 is a single-engine low wing, all metal airplane of semimonocoupe design, powered by a 4 cylinder, updraft carburetor, reciprocating engine. The airplane was configured to carry a maximum of 4 occupants. Registration to the current owner's was dated July 2, 1992.

No maintenance records for the airplane were obtained or located.

METEOROLOGICAL INFORMATION

At 0853, the weather observation at Tyler Pounds Field (TYR, located 8.7 statute miles from the accident site), Tyler, Texas: wind 130 degrees at 8 knots; visibility 10 statute miles; ceiling 3,300 broken, 4,900 broken, 5,500 overcast; temperature 13 degrees Celsius, dew point 8 degrees Celsius; altimeter 29.95 inches of Mercury.

At 0953, the weather observation at TYR: wind calm; visibility 10 statute miles; few clouds 2,500 feet, overcast ceiling 3,300 feet; temperature 14 degrees Celsius, dew point 08 degrees Celsius; altimeter 29.95 inches of Mercury.

At 1053, the weather observation at TYR: wind 160 degrees at 3 knots; visibility 10 statute miles; few clouds 2,100 feet, overcast ceiling 3,700 feet; temperature 15 degrees Celsius, dew point 8 degrees Celsius; altimeter 29.93 inches of Mercury.

COMMUNICATIONS

The FAA air traffic control data, flight service station data, and transcripts were reviewed by the NTSB investigator-in-charge (IIC). All times were converted to central standard time unless otherwise noted.

At 0946:27, the aircraft was approximately 37 nautical miles from TYR. The pilot requested and received an in-flight weather briefing from the Fort Worth Flight Service Station over the aircraft radio frequency 122.0 Megahertz (MHz). The pilot was given the 0853 weather observation at TYR.

At 1001:15, the pilot reported to the Longview Approach controller that the aircraft was 10 miles west of TYR with the intentions of landing at TYR. The aircraft was assigned a transponder code (0362) and the pilot given the altimeter setting 29.96 inches Mercury.

At 1002:04, the controller informed the pilot that radar contact was established 10 nautical miles west of TYR.

At 1002:18, the pilot acknowledged the controller's transmission.

At 1003:28 radar contact with N6321W was lost.

No additional radio communications with the pilot were recorded.

WRECKAGE AND IMPACT INFORMATION

The Global Positioning System (GPS) location of the accident site was latitude 32 degrees 24.08 minutes North; 095 degrees 32.55 minutes West. The airplane came to rest in heavily wooded terrain with native oak trees and rolling brush covered hills with a 15 degree down slope, at a GPS distance of 7.6 nautical miles (8.7 statue miles) and a magnetic direction of 287 degrees from TYR. The energy distribution path was oriented along a measured 318 degree magnetic heading, and the wreckage distribution extended for 121 feet. Two trees exhibited scrapes, gouges, and missing bark along the trunk. The initial ground crater (8" by 6' 6" by 14") was located 30 feet beyond the base of the trees. The tree deformation, ground scars, and crater were consistent with a near vertical impact.

The right outboard aileron and the right wing counterweight were found in the area from the base of the trees toward and to the right of the initial ground crater. The left flap was found 11 feet aft of the crater. Portions of the left fuel tank was found in the crater. The right outboard wing section was found 5 feet to the right of the ground crater. The inboard portion of the right aileron and the right fuel tank were found with the main wreckage. The nose tire was found forward of the main wreckage and 45 feet to the left of the energy distribution path. The outboard 5 feet section of the left wing, the aileron, and the balance weight were found 60 feet beyond the main wreckage and 8 feet to the right of the energy distribution path. The outboard section of the left wing was crushed aft at a 30 degree angle. The impact sequence and the postimpact fire destroyed the airplane. There were no complete systems found intact at the accident site.

Flight control continuity was confirmed. The left wing aileron control cable was found separated at a single location which exhibited physical evidence consistent with overload. The fuel selector was found on the right tank position. One fastened lap belt buckle was found at the site. The flap handle was found in the stowed position.

Initial examination of the airplane, engine, and propeller was conducted at the accident site on November 22, 2001, under the supervision of the NTSB IIC. The Lycoming O-320-B2B, serial number L-4666-39, engine and accessories exhibited impact and thermal deformation. The Bendix S4LN-21, left magneto, part number 10-51360-37, serial number 781864; Bendix S44LN-20 right magneto, part number 10-51360-29, serial number 779172; fuel pump; Marvel Schiebler MA-4SPA carburetor, serial number 4022400, vacuum pump, alternator, engine oil system, ignition harness, and the Champion REM 40E spark plugs (#1, #3 , #4 bottom; #3 top) were found destroyed by the impact and thermal deformation. The Sensenich 74DM6-0-60 propeller, serial number A55940, was found attached to the crankshaft, and the propeller flange was bent. One propeller blade exhibited "S" bending, aft bending, striations, and trailing edge gouges. The second propeller blade exhibited "S" bending, torsional twisting, and chordwise striations. The propeller spinner exhibited rotational overlap of the metal over the attachment bolts at the propeller flange. The engine and the propeller were recovered to a hangar at TYR.

The following day, the propeller was removed for a teardown of the engine under the supervision of the NTSB IIC. The carburetor floats were metal, and the fuel inlet screen was free of debris. According to the manufacturer's representative, the Champion REM 40E "#1 top spark plug was oil fouled, the #2 #4 top spark plugs and the #2 bottom spark plug color was consistent with normal combustion." Metal transfer was found on the #4 bearing journal, and scoring was found on the #1, #2, and #3 bearing journals. According to the manufacturer's representative, "the #1, #2, and #4 cylinders were unremarkable, and the cylinder #3 valve springs were heat relaxed."

No evidence of an in-flight mechanical and/or flight control malfunction was found that would have rendered the airplane uncontrollable prior to the impact.

MEDICAL AND PATHOLOGICAL INFORMATION

The autopsy was performed by the Office of the Medical Examiner in the County of Dallas, State of Texas. The FAA Civil Aeromedical Institute (CAMI) Forensic Toxicological and Accident Research Center at Oklahoma City, Oklahoma, examined the specimens taken by the medical examiner. The toxicological findings were negative.

ADDITIONAL INFORMATION

Numerous attempts to obtain a completed Pilot/Operator Aircraft Accident Report (NTSB Form 6120.1/2), pilot logbooks, and maintenance records from the co-owners were unsuccessful.

The wreckage of the airplane was released to the co-owners.

NTSB Probable Cause

The pilot's failure to maintain aircraft control for undetermined reasons.