N8072X

History of Flight

On August 3, 1995, about 1035 eastern daylight time, a Piper PA-28-236, N8072X, was destroyed during an inflight breakup, near Rehoboth, Massachusetts (MA). The private pilot was fatally injured. Instrument meteorological conditions prevailed, and an IFR flight plan had been filed for the flight, which had departed Honoyoe Falls, New York, approximately 0815. The personal flight was being conducted under 14 CFR Part 91.

At 0646, the pilot of N8072X, contacted the Automated Flight Service Station and requested a weather briefing for a flight from Honeoye Falls, to Chatham, Massachusetts.

The specialist provided the pilot the following weather information:

...right now we're showing a stationary front in from southern New England through southeastern New York State and across northern Pennsylvania...the charts this afternoon show that front kind of pivoting from southern New England and...western New York...moving as a warm front, chance of afternoon thunderstorms along that front, presently radar doesn't show any precipitation, a couple scattered-cells through central and northeastern Massachusetts...over at C Q X [Chatham], they're in fog....got a measured one hundred overcast, quarter mile and fog-Westover [MA] to Bradley [Connecticut] is when the ceilings go down to less than a thousand feet they're running eight hundred to nine hundred overcast a mile and a half to two and a half in fog, Albany is okay...Syracuse, Rochester no problem...a look at your destination, Providence has the forecast...at nine AM [0900] this morning till one PM [1300] local...they're looking for-the fog to burn off-at five miles and haze...occasional visibility is more than six miles, with layers starting at five hundred scattered , three thousand scattered, occasional broken and eight thousand broken...Syracuse area...after noon they add a chance of thunderstorms....

The specialist continued to provide the pilot forecasts for winds aloft, in addition to Notices to Airmen (NOTAMS) for the Chatham Airport. The pilot filed an IFR flight plan and the briefing ended at 0654:47.

The flight into the Providence area was uneventful. At 1017:12, the pilot established communications with the Air Traffic Control (ATC) Specialist at the Providence Air Traffic Center Terminal (ATCT), West High Radar (WHR) position, Providence, Rhode Island, and was given a clearance to proceed direct to Chatham. The pilot acknowledged the clearance, and was handed off to the Providence ATCT, East High/Low (EH/LR) Radar position.

At 1028:45, N8072X was located approximately 9 miles west of the Providence Airport, at an altitude of 7000 feet mean sea level (MSL). ATC issued the pilot a clearance to turn right to a heading of 180 degrees for vectors around a level 5 thunderstorm.

The pilot did not acknowledge this transmission, and about 20 seconds later it was repeated. This time the pilot acknowledged.

At 1032:52, the pilot was told, "...you got ahh weather just ahead, can you make a right turn heading one eight zero, vectors around level five weather...your about to enter level five weather suggest a right turn heading one eight zero." The pilot acknowledged the transmission.

The NTSB Recorded Radar Study showed the airplane at 1033:21, at an altitude of 7000 feet, and at a velocity of 161.8 knots. The last radar return at 1033:49 showed that the airplane had descended to 4200 feet, and was at a velocity of 76.03 knots.

Several attempts were made to contact the pilot of N8072X with negative results. Radio and radar contact was lost at 1033:49.

Two witnesses in the vicinity of the accident site stated that their attention was directed toward the airplane when they heard the engine noise. They observed the airplane after it had descended below the clouds. The witnesses said, when they saw the airplane, it was raining "very hard" with lightning and thunder. Just prior to seeing the airplane, the witnesses said they heard a "bang" that was not thunder. The airplane disappeared behind trees and out of their sight.

The accident occurred during the hours of day light approximately 41 degrees, 47 minutes north, and 71 degrees, 11 minutes west.

PERSONNEL INFORMATION

The pilot held a Private Pilot Certificate, with single engine land, and instrument airplane ratings.

An FAA Third Class Airman Medical Certificate was issued to the pilot on December 5, 1995, with limitations for vision.

The pilot's log book indicated that at the time of the accident he had 886 total flight hours, of which 220 hours were in PA-28- 236 aircraft. He had accumulated about 222 hours of instrument flight time.

METEOROLOGICAL INFORMATION

The nearest recorded weather station to the accident site was Providence (PVD), about 9 nautical miles west. The PVD special weather observation at 1046 was; measured ceiling 800 overcast, visibility 5 miles, fog, temperature [missing], dew point [missing], wind 030 degrees, at 8 knots, altimeter 30.29 inches Hg.

The NTSB Meteorological Factual Report, stated that the Geostationary Operational Environmental Satellite (GOES), displayed visible images for 1015, 1030, 1045, and showed:

clouds in the area of the accident...brighter clouds were noted to the north...general cloud movement to the southwest...temperatures of -33.2 degrees C, -40.2 degrees C, and -35.2 degrees C, respectively for a location of latitude 41:47:20 and longitude 71:11:55...temperatures colder than -33 degrees C would correspond to higher cloud tops....

The airplane's track data was determined by using the NTSB Recorded Radar Study for track data, and superimposing it on the Taunton, Massachusetts, Doppler Radar Composite Reflectivity Image for 1028. The data showed:

...a maximum reflectivity of 35 to <39 dBZ (moderate VIP [video integrator and processor] Level 2 intensity) was noted along the airplane['s] track. At the time the airplane track turns to the right a 50 to 55 dBZ [intense to extreme VIP Level 5 to VIP Level 6 intensity] echo is located about 3 nautical miles to the north. The airplane track comes as close as about 2 nautical miles to [an]...intense to extreme VIP Level 5 to VIP Level 6 intensity echo...

There were no Convective Significant Meteorological Information (SIGMET), or a Boston Center Weather Advisory (CWA), in effect for embedded thunderstorms at the time of the accident, or in the area of the accident site. According to the NTSB Meteorological Study, there was "evidence" to indicate that cloud bases were near 800 feet, and cloud tops were above 15,000 feet. There was moderate or greater convective turbulence below 10,000 feet, with up and downdrafts and horizontal wind gusts. There were embedded thunderstorms, and the freezing level was above 14,000 feet.

WRECKAGE AND IMPACT INFORMATION

The wreckage was examined at the accident site on August 3-4, 1995. To facilitate further investigation, the airframe and engine were removed from the accident site and examined at a hanger at the Fall River Airport, MA.

The airplane impacted the ground, in the front yard of a private residence, approximately 90 feet west of the front door, with no sign of forward movement, or ground scars.

The following major components were missing; approximately 108 inches of the outboard section of both wings, both ailerons, approximately 36 inches of the outboard left stabilator, the entire right side of the horizontal stabilizer, the entire vertical stabilizer, except the aft spar and a small section of skin, that was still attached to the stabilizer.

On August 8, 1995, portions of the wings and tail were located about 1/4 mile northwest of the accident site. A further search was conducted by helicopter and ground personnel, for additional missing parts. The results of the search were negative for locating the left and right wing tips, plus sections of the vertical and horizontal stabilizer.

Examination of the airframe revealed that the cabin section was flattened, crushing the floor boards up into the bottom of the instrument panel. All the instruments were destroyed rendering them unreadable, and their positions unreliable. The baggage door was damaged and had separated from the airplane. The pilot's seat belt was found unbuckled and wedged tightly between the instrument panel and floorboard. According to rescue personnel the pilot's seat belt had not been cut for extraction. No marks were found on either the male or female portions of the pilot's seat belt.

Left Wing

The left wing attaching fittings were not accessible. The leading edge skin on the left wing was pulled and bent inward toward the fuselage, approximately 23 inches from the fuselage. Fifteen rivets had been pulled through the skin.

The outboard leading edge of the left wing, 94 inches from the fuselage, had separated outboard of the fuel tank at the spar area. The lower spar web was buckled upward (positive). The lower spar cap was bent up and inward.

The left aileron control and balance cables were found cut through the upper wing skin and ribs to the fuselage. Both cables were cut in approximately the same area that the rescue personnel cut the fuselage to remove the victim. The aileron bellcrank was found with 82 inches of cable still attached to the arm. Eighty-eight inches of cable were attached to the forward arm of the bellcrank, and the cable had been cut.

The left fuel tank inboard attaching screws were separated from the tank. The tank's skin was ripped, exposing the inside of the tank. No fuel was observed in the tank.

Right Wing

The right wing forward spar attaching fittings were found intact. The leading edge and wing root area were crushed.

The outboard section of the right wing, 89 inches outboard from the fus...