N2093A

HISTORY of FLIGHT

On Monday, August 2, 1993, at about 2234 eastern daylight time, a Piper PA-28-181, N2093A, piloted by Mr. Ritchie K. Smith, collided with a recreation vehicle (RV) and a tree while maneuvering shortly after takeoff from the Provincetown Airport, Provincetown, Massachusetts. The airplane was destroyed as was the RV. The pilot and the one passenger where fatally injured. There where no injuries to anyone on the ground. Instrument meteorological conditions prevailed at the time and no flight plan had been filed. The flight was being conducted under 14 CFR 91.

The non-instrument rated pilot called the Bridgeport Automated Flight Service Station (AFSS), Bridgeport, Connecticut, prior to his departure and was advised that VFR was not recommended for his flight. Shortly after takeoff the airplane was heard circling low and the engine was heard revving. One witness heard a bang; saw a wing descend out of the clouds, and the airplane tumbling to the ground.

A person identifying himself as the pilot of, Piper N2093A, telephoned the Bridgeport AFSS, six times on August 2, 1993. The first call was made at 1152 and last call was made at 2201. During each phone call the pilot asked for and was given weather for a Visual Flight Rules (VFR) flight from Cape Code (Marth's Vineyard and Prvincetown, Massachusetts), to Pottstown, Pennsylvania (PTW).

During the first two phone calls starting at 1152, and ending at 1254, the pilot was concerned with getting to Provincetown, and then flying VFR later in the evening, around 2000 to PTW. The pilot of N2093A was briefed, and told by the Specialists at the AFSS that there were thunderstorm watches throughout the local area and along his route of flight, and to call back later in the day because the watches were scheduled to be lifted at 2000.

At 1401:01, t he pilot of N2093A, made telephone contact with the Bridgeport AFSS, and said, he wanted to make a flight from Provincetown in an hour, "going V-F-R hopefully." At 1403:10, he requests weather for the Philadelphia area, and was told, "there is a severe thunderstorm watch" in effect. The AFSS Specialist suggests that he recheck the weather before leaving Provincetown.

At 2018, the pilot again called the AFSS, and received an updated briefing. After receiving the weather which included; two SIGMETS; for precipitation; and reduced visibility, he asked the AFSS Specialist, when the weather will be through his intended area of flight. At 2020:30, the AFSS Specialist said:

...probably tomorrow morning let's see what we got here I'm not showing much along your route right now it looks what precip is there has been dwindling a little there may be some lingering we still do have some I-F-R conditions around of course V-F-R is not recommended are you I-F-R capable.

The pilot of N2093A answers, "Naw not really," and asks the AFSS Specialist, "...what would you suggest ah hang tight.

At 2022:15, the AFSS Specialist said:

I would say ah wait till morning do it in the morning...I'd wait till mid morning tomorrow and really wouldn't chance it tonight they're still forecasting a possibility of some thunderstorms popping up out there...it just don't look good for tonight even down in the like New York metro area...they're looking for like four miles visibility in haze right through the early to mid morning hours tomorrow.

At 2024:20, the pilot said, "...you wouldn't say right now that there's a chance that we could get through."

At 2024:32 the AFSS Specialist said:

Not V-F-R no not what I got right now if you go Boston westward or northward you're running into thunderstorms and I-F-R conditions if you stay south of Boston like Marshfield which is slightly south of Boston and all the way down through Hyannis is all I-F-R right now so you're busting through I-F-R you know.

The pilot answers, "right," and the AFSS Specialist said, "...it just ain't worth taking a chance...I'd say tomorrow tomorrow morning you should be able to get out..." The telephone conversation ended at 2025:38.

At 2133, the pilot of N2093A called the Bridgeport AFSS again, and said, "...I'm sitting right now at Provincetown and the I need to go towards Philadelphia."

The AFSS Specialist told the pilot that the severe thunderstorm watch was "taken down," but there was shower activity along the pilot's intended route of flight, and that radar shows, "...there's still quite a bit of activity down in the Philadelphia area."

At 2135:09, the pilot said:

...I really have to be back in the morning so even if I could get from...Provincetown where I'm at let's say I could get close if you can give me ah destination I can shoot for that I could get close [to my destination airport].

The AFSS Specialist said:

...you could get to Morristown Trenton looks good...just wanted to check the terminal forecasts because there's quite a bit of fog and haze...north Philly's calling for thirty-five hundred scattered...visibility down to four miles in haze and a chance of two miles in rain showers and fog that's valid until four o'clock in the morning.

The telephone conversation ended at 2139:39.

At 2201, the pilot of N2093A, called the Bridgeport AFSS for the last time. Again the pilot is informed about weather conditions in the area of Philadelphia, and is told that the thunderstorm watch is no longer in effect, but that there is some shower activity. At 2203:01, the pilot said, "I want to take off in two minutes," and the AFSS Specialist said, "Okay let me give you the actual weather then."

At 2203:28, the AFSS Specialist said:

...I do have say V-F-R is not recommended because we do have forming fog overnight and out in the Cape area although there's seven miles visibility being reported at Provincetown Hyannis is down to three miles in fog four miles for Providence Groton says three miles in fog with overcast ceilings at seven hundred feet at Groton New Bedford eight hundred overcast...the surface wind at Provincetown two niner zero at six knots.

At 2204:51, the AFSS Specialist said:

...for right now the Provincetown weather is nine hundred scattered now that scattered layer is being observed by the AWOS [automatic weather observing system] weather station there it's not being observed by a person...over at Hyannis they are I-F-R with six hundred broken ceilings and three miles in fog so that scattered layer although it's reported as nine hundred I'm not sure if it's really gonna be scattered layer it might be broken as a ceiling that's why I said V-F-R not recommended.

AFSS Specialist explained to the pilot that unless he can reach his destination prior to midnight, that the fog could cause the Pottstown and Philadelphia areas to become IFR, and that is why the Specialist can not recommend VFR. The telephone conversation ended at 2208:25.

There were several witnesses in the area at the time of the accident that heard and observed the airplane prior to impact. Mr. Louise Salesse was standing on the west side of his camper and said:

...I heard a noise and saw light beams...when all of a sudden, I saw a plane coming out of the fog, coming in my direction...coming out of the fog, I saw red, green and white lights. Then after, I heard the explosion.

Patrick Boyle was at campsite 43/45 said, "...I saw the red and green lights through the clouds (the plane still appeared to be flying at this time)...seconds later the [airplane] headed downward very quickly."

Mr. Kent Davis, an Airline Pilot for, Air Canada, was at his house about 1 mile north of the crash site, and heard the airplane pass over his house. According to Mr. Davis's statement:

...[The airplane] appeared to be in a very high speed dive, (angled). It appeared to be at full throttle. To pass by my location the sound lasted about 1.5 seconds. I would estimate the weather at between 1-300 feet visibility 1 mile.

Mr. Jeff Wright at campsite T-46 said, that after hearing the airplane's engine he looked up and saw, "...what appeared to be a plane with both wings still intact." He said the airplane, "...was spinning out of control."

A camp security guard, Ms. Deborah Gifford, was standing outside the guard shack at the time of the accident. Deborah Gifford told the NTSB, investigator-in-charge, that she previously had aviation experiance as a crew chief in the miliary. Ms. Gifford said in her statement:

Heard plane circling around at [a] low altitude. Then gunning of engine, a few seconds later heard a pop noise. Then [I saw]... something falling and plane was spinning downward with loud race of engine. Saw large piece [right wing] come down after popping sound. Then aircraft went sideways in rotating motion, with engine sound of wee-ee like high RPM sound.

The accident occurred during the hours of darkness at approximately 42 degrees, 02 minutes north, and 70 degrees, 12 minutes west.

PERSONNEL INFORMATION

Mr. Ritchie K. Smith was born on January 13, 1955. He held a Private Pilot Certificate, No. 177441329, with airplane single engine land ratings. Mr. Smith was issued a Third Class Airman Medical Certificate on April 26, 1993, with no limitations or waivers.

Mr. Smith's records showing his total flight hours were not located. It was estimated from information he provided the FAA on his last flight physical that he had a total flight hours of 57, and 5 hours of night flight time.

WRECKAGE AND IMPACT INFORMATION

The wreckage was examined at the accident site on August 3-4, 1993. The cash site was located in a trailer park and camp site about 1.7 miles south of the airport. The right wing had separated from the airp...