Canton, CT, USA
N8826J
PIPER PA-28-180
The pilot was flying to the destination airport at night on the second day of a long cross-country trip. Radar data showed that when the airplane was about 12 miles from the destination airport, it began to descend. The airplane eventually descended into trees and terrain about 6 miles from the destination airport, at an elevation nearly 400 feet below the airport's traffic pattern altitude, and 1,400 feet below the maximum elevation figure published for that area. A state police helicopter dispatched to search for the airplane following the accident reported that the terrain surrounding the accident site was "surprisingly" dark, and that some of the only nearby ground lighting came from a parking lot about 1 mile beyond the accident location and along the airplane’s course . According to the aeronautical information manual, lights along a straight path can easily be mistaken for runway lights at night. The pilot’s logbook indicated that he had flown 1 hour at night in the accident airplane in the preceding year. Given the pilot's lack of recent night flying experience, it is possible that he initiated the early descent because he had mistaken the nearby parking lot lights for those of the destination airport. Postaccident examination of the airplane showed no evidence of preaccident failure or malfunction that would have precluded normal operation.
HISTORY OF FLIGHT On November 19, 2012, about 1824 eastern standard time, a Piper PA-28-180, N8826J, registered to and operated by a private individual, was substantially damaged when it impacted trees and terrain near Canton, Connecticut, while on approach to Simsbury Airport (4B9), Simsbury, Connecticut. The private pilot and passenger were fatally injured. Night visual meteorological conditions prevailed and no flight plan was filed. The flight last departed from Heritage Field Airport (PTW), Pottstown, Pennsylvania, about 1700. The personal flight was conducted under the provisions of Title 14 Code of Federal Regulations Part 91. The pilot departed Suwanne County Airport (24J), Live Oak, Florida, on November 18, 2012 and flew to Orangeburg Municipal Airport (OGB), Orangeburg, South Carolina, where he and his passenger remained overnight. The pilot and his passenger were traveling to Connecticut to attend a funeral. On November 19, the pilot departed OGB, about 1130, with fuel stops at Dinwiddie County Airport (PTB), Petersburg, Virginia, and PTW. A fuel receipt from PTW indicated the pilot received 22.5 gallons of 100 LL at 1636. According to air traffic control (ATC) communication transcripts and radar data provided by the Federal Aviation Administration (FAA), Yankee Terminal Approach, Windsor Lock, Connecticut, the pilot contacted ATC at 1810 and reported he was at 2,500 feet mean sea level (msl) and inbound to land at 4B9. The air traffic controller then informed the pilot he was in radar contact and 30 miles west of Bradley International Airport (BDL), Windsor Locks. At 1814, the pilot contacted ATC stating he was at 2,500 and was advised to report when he had the destination in sight. At 1819, an air traffic controller instructed the pilot to maintain visual flight rules (VFR) at or below 3,000 feet for traffic, and the pilot responded he was at 2,500 feet. About the same time, the airplane began to descend. Two minutes later, the airplane had descended to about 1,900 feet msl, airspeed remained relatively constant, and the airplane was headed directly to 4B9, on about a 050 heading. At 1822, the average descent rate increased to about 1,000 feet per minute, airspeed decreased to about 108 knots, and the airplane remained headed directly to 4B9. About that time, the pilot acknowledged a traffic advisory. No further transmissions were received from the pilot. Radar contact was lost at 1824 at an altitude of 900 feet msl and 70 feet above ground level, about six miles southwest of 4B9, in the vicinity of Onion Mountain. A Connecticut State Police helicopter conducted an aerial search and rescue after the Alert Notice was issued for the airplane. Upon reaching the accident site, the helicopter pilot observed a lighted area about 1 mile east of the accident site. The lighted area was a large parking lot with pole lighting that stood out in the darkness. The airplane's flight trajectory would have passed right over the top of the parking lot. The helicopter pilot, who was using night vision goggles, stated he was "surprised" by how dark it was in the area of the crash site. PERSONNEL INFORMATION According to FAA records, the pilot held a private pilot certificate with a rating for airplane single engine land. He did not hold an instrument rating. His most recent FAA third-class medical certificate was issued on April 20, 2011. According to the pilot's most recent logbook entry, dated September 12, 2012, he had a total of 962 total hours of flight experience; of which, 786 of those hours were in the make and model; and 128 hours were accumulated at night. The pilot had recorded about 1 hour of flight experience at night within the preceding year in the accident airplane. AIRCRAFT INFORMATION The four-seat, low-wing, fixed tricycle-gear airplane was manufactured in 1965. It was powered by a Lycoming O-360, 180-horsepower engine, equipped with a Sensenich fixed pitch propeller. Review of maintenance logbooks revealed that its most recent annual inspection was completed on March 1, 2012, at 2,657 total airframe hours. The engine had accumulated approximately 2,657 total hours of operation and 708 hours since its most recent overhaul. The airplane had accumulated about 45 additional flight hours since the most recent annual inspection. METEOROLOGICAL INFORMATION The weather conditions at BDL, at 1851, located about 10 nautical miles northeast of the accident site, included wind from 010 degrees at 3 knots, 10 statute miles visibility, and few clouds at 25,000 feet. The temperature was 2 degrees C, the dew point was -2 degrees C, and the barometric altimeter setting was 30.35 inches of mercury. Other than night time conditions, no significant weather advisories for turbulence, icing, or instrument meteorological conditions were noted. The 1900 upper air sounding at BDL depicted light winds below 5,000 feet and freezing level above 7,000 feet. There were no pilot reports of turbulence or low level wind shear in the vicinity. Astronomical data from the United States Naval Observatory indicated that sunset occurred at 1624 and end of civil twilight occurred at 1657. Moonrise occurred at 1144 and set after the accident at 2253. At the time of the accident the moon was 35 degrees above the horizon at an azimuth of 200 degrees. The phase of the moon was a waxing crescent with 43 percent illumination. AIRPORT INFORMATION 4B9 was a non-towered airport that operated under class C airspace and had no published instrument procedures. The airport was equipped with pilot controlled lighting and the traffic pattern altitude for fixed wing aircraft was 1,200 feet msl. The field elevation for the airport was 195 feet msl. The airport was equipped with one asphalt runway. Runway 3/21 was 2,205 feet in length and 50-feet wide. Bradley International Airport was located 4 nautical miles east of the airport. The maximum elevation figure (MEF) west of 4B9 was 2,200 feet msl. WRECKAGE AND IMPACT INFORMATION The accident site was located about 6 miles southwest of 4B9, at an elevation of 830 msl, on a heavily wooded ridgeline. The distance from the last radar contact to the initial impact area was less than a 1/4 nautical mile. The initial impact point was identified by several damaged tree limbs, and a wreckage path about 75 feet in length, oriented approximately 070 degrees magnetic, extending through the impact area. Fragments of the airplane, including portions of the right wing, right main landing gear, and outboard portion of the left wing were located along the wreckage path. The engine remained attached to the fuselage, and one of the two propeller blades exhibited impact-related damage. The right wing was located in the initial tree impact area. Aileron control cable continuity was traced from the control sector thru the cable separations to the fuselage, forward to the control "T"-Bar. The left wing was segmented into two sections, inboard and outboard. The left flap was attached to its hinge points on the trailing edge. The left aileron was segmented at its inboard hinge. Continuity of the left aileron control cable was traced to the forward cabin area and the control "T'-Bar. Rudder pedal control continuity was established aft. The stabilizer control cables were attached to the balance weight and control continuity was established and no hammering condition was noted on the stabilator primary stops. The rudder control cables were separated from their clevises, which were attached to the rudder control horn. Control continuity was established from the cable separation at the clevises forward to the cabin area. The engine was suspended from a lift and partially disassembled to facilitate the examination. The propeller was removed and the engine was rotated by means of a tool inserted in the vacuum pump drive pad. Continuity of the crankshaft to the rear gears and to the valve train was confirmed. Compression and suction were observed from all four cylinders. The propeller remained attached to the crankshaft flange and the propeller spinner was crushed. One propeller blade was curved aft about 5 degrees; about 5 inches of the outboard blade was bent forward about 60 degrees; and, about 1 inch of the blade tip was bent forward. The other propeller blade was curved aft about 20 degrees and exhibited leading edge abrasion and impact damage. The propellers blade also exhibited twisting and trailing edge “S” bends. The carburetor was disassembled and no damage was noted to the float assembly or other internal components. No fuel was observed in the airframe fuel strainer. About 1 teaspoon of a liquid, with color and odor consistent with that of aviation 100LL fuel, was observed in the carburetor float bowl. No water was observed in the bowl. Fuel was observed in the engine driven fuel pump and the pump produced fuel when actuated by hand. Fuel was also observed in the aircraft electric fuel pump. The fuel screens from the carburetor, aircraft fuel strainer and the airframe electric fuel pump were examined and no debris noted. All eight spark plugs exhibited normal wear. An undetermined quantity of oil was observed in the engine and the engine oil filter was impact separated from the engine and was not recovered. The oil cooler remained attached to the engine baffling and was impact damaged. MEDICAL AND PATHOLOGICAL INFORMATION An autopsy was performed on the pilot by the State of Connecticut, Office of the Chief Medical Examiner, Farmington, Connecticut, on November 19, 2012. Review of the autopsy report revealed that the cause of death was "multiple blunt traumatic injuries" and the manner of death was "accident." The FAA Civil Aerospace Medical Institute toxicology report was negative for all drugs in the screening profile. In addition, the report stated that no ethanol was detected in vitreous fluid, nor was any carbon monoxide detected in a blood sample. TESTS AND RESEARCH A handheld global positioning system (GPS) receiver was recovered in the wreckage and examined by the NTSB Vehicle Recorders Laboratory. Data was successfully downloaded; however, there was no data for the accident flight. ADDITIONAL INFORMATION Ground Lighting Illusions According to the Aeronautical Information Manual, lights along a straight path, such as a road, and even lights on moving trains can be mistaken for runway and approach lights.
The pilot’s failure to maintain clearance from terrain while performing a night visual approach to an airport. Contributing to the accident were the dark night and the pilot's lack of recent experience flying at night.
Source: NTSB Aviation Accident Database
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