N7331P

HISTORY OF FLIGHT

On May 28, 2001, at 1757 central daylight time (cdt), a Piper PA-24-250, N7331P, piloted by a private pilot, sustained substantial damage during an in-flight collision with trees and terrain following a loss of control while maneuvering over Lake of the Ozarks State Park, Osage Beach, Missouri. Visual meteorological conditions prevailed at the time of the accident. The personal flight was operating under the provisions of 14 CFR Part 91 without a flight plan. The pilot and his two passengers were fatally injured. The flight departed the Lee C. Fine Memorial Airport (AIZ), Kaiser, Missouri, at 1743, and had the intended destination of Schaumburg Regional Airport (06C), Schaumburg, Illinois.

A witness to the accident reported, "I heard a chugging sound approaching from the east overhead upon looking up I saw a single engine plane in obvious distress. The propeller was turning in a jerking motion. The plane appeared to be about 30 feet above tree top level. I observed it for about 10 seconds before it disappeared into the tree line."

Another witness to the accident reported, "I looked up and saw a small single engine plane traveling parallel with [highway] 54. The engine continued to sputter, quit, restart and sputter for the entire time I observed it in flight, which was 15-20 seconds. The plane was on a very level flight path at an altitude I would estimate at 200 [feet] to 250 [feet] off the water and at a distance of approximately 1/4 mile away."

Another witness to the accident reported seeing an airplane flying in a southwest direction at an altitude of 150-200 feet above the treetops. The witness stated, "This plane startled me at first because there wasn't any engine noise at first, then the engine fired for approximately 1-2 seconds at a low rpm (say 20%) followed by no engine noise for 1-2 seconds followed by another engine starting for 1-2 seconds at low rpm followed by no engine noise as the plane went out of sight."

The written witness statements are appended to this factual report.

The airplane impacted trees and terrain 0.848 nautical miles (nm) south-southwest from the Grand Glaize - Osage Beach Airport (K15).

PERSONNEL INFORMATION

The pilot held a private pilot certificate with a rating for single engine land airplanes. The pilot's last medical examination was conducted on January 11, 2000, and he was issued a First Class medical certificate with no limitations or restrictions.

The pilot was issued a private pilot certificate on August 27, 2000, after logging 65.7 hours of dual instruction and 27.0 hours of solo. The pilot's first flight in the accident airplane was listed in his flight logbook as March 31, 2001. The pilot received an endorsement for high performance and complex airplanes on April 1, 2001, after receiving 4.0 hours of dual instruction in the Piper PA-24-250. On April 2, 2001, there was logbook entry for instruction covering Piper PA-24-250 emergency procedures and fuel system.

According to the pilot's flight logbooks, the pilot had a total flight time of 185.3 hours, all of which were in single engine airplanes. The pilot logged 31.8 hours in the Piper PA-24-250, of which 20.8 were as pilot-in-command (PIC) and 11.0 hours were as dual instruction. The pilot had flown 43.2 hours in the last 90 days, 34.8 hours in the last 60 days, and 5.3 hours in the last 30 days. There were no flight logbook entries within 24 hours of the accident. The last flight logbook entry was on May 3, 2001.

AIRCRAFT INFORMATION

The aircraft was a Piper PA-24-250, serial number 24-2510. The Piper PA-24-250 is a single-engine all-metal airplane of semimonocoque design and is equipped with a retractable landing gear, flaps and a constant speed propeller. The PA-24-250 can accommodate a pilot and three passengers.

The airplane was issued a standard airworthiness certificate on January 25, 1961, and was certified for normal category operations. At the time of the accident the airframe had accumulated a total flight time of 886.08 hours. According to a purchase receipt, the pilot bought the airplane on March 30, 2001. A copy of the purchase receipt is appended to this factual report.

The last annual inspection was performed on May 5, 2000, at 850.31 hours total time and the airplane had accumulated 35.77 hours since the inspection. According to the airframe logbook, all applicable airframe airworthiness directives (AD) were complied with at the last annual inspection. A copy of the logbook entry for the last airframe annual inspection is appended to this factual report.

During the last annual inspection the following tasks were accomplished:

Main and auxiliary fuel cells were replaced.

All flexible fuel lines were replaced along with new fittings.

Both electric fuel pumps were drained and inspected.

Two fuel caps, one main and one auxiliary, were replaced.

Bird nests were removed from wings.

The accumulated airframe flight time over the life of the airplane was as follows:

Time Interval Accumulated Hours

05/05/2000 - 05/28/2001 35.77

10/21/1994 - 05/05/2000 3.31

09/23/1990 - 10/21/1994 4.97

08/13/1986 - 09/23/1990 3.44

01/02/1982 - 08/13/1986 6.83

03/24/1976 - 01/02/1982 40.29

06/20/1971 - 03/24/1976 33.47

10/1966 - 06/20/1971 36.00

01/25/1961 - 10/1966 722.00

The engine was a 250 horsepower Lycoming O-540-A1D5, serial number L-3760-40. The engine had accumulated 886.08 hours since new. The engine had accumulated 35.77 hours since the last annual inspection, which was completed on May 5, 2000. According to the engine logbook, all applicable engine airworthiness directives (AD) were complied with at the last annual inspection. A copy of the logbook entry for the last engine annual inspection is appended to this factual report.

The propeller was a Hartzell HC-A2VK-1, serial number J1097. According to the airframe logbook, the propeller was last overhauled on July 14, 1999.

According to the Piper PA-24-250 Pilot Operating Handbook (POH), the stall speed with flaps retracted is 70 mph and 65 mph with flaps extended.

METEOROLOGICAL INFORMATION

A weather observation station, located at AIZ, about 6 nautical miles (nm) from the accident site on a 103.4 degree magnetic heading, recorded the weather approximately 2 minutes prior to the accident as:

Observation Time: 1755 cdt

Wind: 050 degrees magnetic at 6 knots

Visibility: 10 statute miles

Sky Condition: Sky Clear

Temperature: 26 degrees Celsius

Dew Point: 14 degrees Celsius

Pressure: 29.90 inches of mercury

According to Federal Aviation Administration (FAA) records, a pilot representing the accident airplane contacted the St. Louis Automated Flight Service Station (AFSS) and requested a weather briefing for a flight from AIZ to 06C.

WRECKAGE AND IMPACT INFORMATION

The wreckage was located at the base of a wooded ravine in the Lake of the Ozarks State Park. A GPS receiver recorded the position of the main wreckage as 38-degrees 07-minutes 21.8-seconds north latitude, 92-degrees 40-minutes 17.9-seconds west longitude. All major airframe components were located at the accident site.

The fuselage and wings were supported between two trees and the terrain. One of the trees had several slash marks penetrating into the tree trunk and there was a 10-foot section of tree-bark missing. The engine, firewall, and instrument panel were bent to the right approximately 30 degrees and were lying on their left side. The remainder of the fuselage was positioned vertically with the angle between the fuselage bottom and the terrain measured to be approximately 10 degrees past vertical. The fuselage aft of the rear baggage-area bulkhead, including the entire empennage, was separated from the airplane. Local authorities reported the aft fuselage and empennage was slung over the main cabin and was removed to gain access to cabin. The horizontal stabilator and vertical stabilizer remained attached to the aft fuselage structure. The rudder remained attached to the vertical stabilizer. The elevator and rudder control cables were cut. Elevator and rudder control cable continuity was established from the cut cable ends to the individual control surfaces and to the main cabin area.

The right wing was separated from all fuselage attachment points. A fractured three-foot section of main wing spar remained attached to the fuselage. The outboard 3 1/2 feet of wing was separated from the remainder of the wing. The right aileron was partially separated from the wing and was hanging off the inboard hinge. The right aileron bellcrank remained attached to wing structure. Aileron control cable continuity was established from the bellcrank to the main cabin area. The right flap remained attached to all attachment points and was in the fully retracted position. The right main landing gear was free moving and was hanging out of the wheel well. Both main and auxiliary fuel cells were ruptured. A fuel sample was taken from the remaining portion of the main fuel cell. The fuel sample was clear of debris, clear of water, and was transparent blue in color. Both fuel tank caps were in place and intact. The main fuel tank finger screen was contaminated with trace amounts of dirt and stone material. The auxiliary fuel cell finger screen was clear of debris and was not obstructed.

The left wing remained attached to the fuselage. The left wing tip was separated from the remainder of the wing. The left aileron remained attached to the two inboard attachment points. Aileron control cable continuity was established from the aileron bellcrank to the main cabin area. The left flap remained attached to all attachment points and was in the fully retracted position. The left main landing gear was in the fully retracted position. Both main and auxiliary fuel cells were ruptured. Both fuel tank caps were in place and intact. Both fue...