N288CA

HISTORY OF FLIGHT

On April 12, 2002, about 1750 eastern daylight time, a Piper PA-28-181, N288CA, was substantially damaged when it impacted terrain near Gardiner, New York. The certificated private pilot and passenger were fatally injured. Instrument meteorological conditions prevailed for the personal cross-country flight that originated from the Joseph Y. Resnik Airport (N89), Ellenville, New York, about 1730, destined for the Northampton Airport (7B2), Northampton, Massachusetts. No flight plan was filed, and the flight was conducted under 14 CFR Part 91.

According to several witnesses, earlier in the day, the pilot and passenger flew to the Wilkes Barre Scranton International Airport (AVP), Wilkes Barre, Pennsylvania, from Northampton, which was the airplane's home airport. After departing Wilkes Barre for the flight home, the pilot made an unscheduled stop at Ellenville.

According to a witness who talked with the pilot at Ellenville, the pilot had encountered some turbulence on the flight from Wilkes Barre, which was strong enough to cause the airplane to partially stall. The passenger reported to the witness that it felt like being hit from behind. After being on the ground for approximately 15 minutes, the witness saw the pilot and passenger reboard the airplane. The airplane taxied to runway 22, and departed. Once airborne, the airplane made a 180-degree right turn, and followed the valley to the north, maintaining an altitude of approximately 1,000 feet agl. The witness then boarded an ultra light airplane, along with a student, to do some training 6 to 8 miles to the southwest of the accident site.

The witness estimated that about the time of the accident, the base of the clouds were approximately 1,500 feet above the ridge where he was flying, visibility was about 15 miles in the valley, and the winds were from the northwest about 25 knots. The witness added that the ceiling and visibility reduced to the northeast, but since he was not planning on flying in that area, he did not recall the exact conditions.

According to the witness that discovered the wreckage, he parked his car about 1800, approximately 1 1/4 mile southwest of the accident site, and then went for a run, discovering the wreckage about 1815. The witness added that from the time he parked his car until he found the wreckage, the visibility was approximately 500 feet, and it felt like he was in a cloud. In addition, the witness stated that the weather did not improve, and when he left the site, which was about 2130, the restricted visibility prevented him from driving any faster than 30 mph.

The accident occurred during the hours of daylight. The wreckage was located approximately 140 feet from the top of a ridgeline at 41 degrees, 44.919 minutes north latitude, 74 degrees, 10.649 minutes west longitude, and an elevation of 1,080 feet msl.

AIRCRAFT INFORMATION

According to Federal Aviation Administration (FAA) records, the airplane was manufactured in 1998. It was equipped with a 180-horsepower Lycoming IO-360-A4M engine, and a fixed pitch propeller.

Examination of the airframe logbooks revealed that an annual inspection was performed on April 12, 2001. At the time of the inspection, the airplane had accrued 197.9 hours of flight time. Examination of the avionics logbook revealed that the attitude indicator was replaced on August 27, 1998, because the artificial horizon had tumbled. No other entries were identified in either the airframe or avionics logbooks that related to problems with the flight instruments or the pitot static system.

PERSONNEL INFORMATION

The pilot held a private pilot certificate with an airplane single-engine-land rating. He did not hold an airplane instrument rating. On his last FAA third-class medical certificate, which was dated July 23, 2001, he reported a total flight experience of 450 hours. The pilot's logbook was not located at the accident site, and follow-on attempts to find it were unsuccessful.

METEOROLOGICAL INFORMATION

A weather observation was taken about 3 minutes after the accident at the Dutchess County Airport (POU), Poughkeepsie, New York. The airport had a field elevation of 165 feet msl, and was located 17 miles to the southeast of the accident site. According to the observation, the wind was 140 degrees at 3 knots, visibility was 1 1/2 mile in mist, ceiling was 700 feet overcast, temperature was 54 degrees Fahrenheit, dew point was 54 degrees Fahrenheit, and the altimeter setting was 30.35 inches of mercury.

A weather observation was taken about 5 minutes before the accident at the Stewart International Airport (SWF), Newburgh, New York. The airport had a field elevation of 491 feet msl, and was located 30 miles to the south of the accident site. According to the observation, the wind was 160 degrees at 6 knots, visibility was 4 miles in drizzle and mist, ceiling was 500 feet overcast, temperature was 54 degrees Fahrenheit, dew point was 52 degrees Fahrenheit, and the altimeter setting was 30.36 inches of mercury.

A weather observation was taken about 4 minutes after the accident at the Orange County Airport (MGJ), Montgomery, New York. The airport had a field elevation of 365 feet, and was located 17 miles to the southwest of the accident site. According to the observation, the wind was 140 degrees at 3 knots, visibility was 7 miles, ceiling was 800 feet overcast, temperature was 54 degrees Fahrenheit, dew point was 54 degrees Fahrenheit, and the altimeter setting was 30.35 inches of mercury.

A weather observation was taken about 5 minutes after the accident at the Sullivan County International Airport (MSV), Monticello, New York. The airport had a field elevation of 1,403 feet msl, and was located 27 miles to the west of the accident site. According to the observation, the wind was 150 degrees at 10 knots, visibility was 2 miles, ceiling was 500 feet overcast, temperature was 52 degrees Fahrenheit, dew point was 50 degrees Fahrenheit, and the altimeter setting was 30.34 inches of mercury.

WRECKAGE AND IMPACT INFORMATION

The airplane impacted approximately 10 miles east of the departure airport, and near the top of a 1,220-foot ridge that ran southwest to northeast. The start of the debris path was marked by freshly broken tree branches at the top of a 60-foot tree. A path of freshly broken branches approximately 340 feet long connected the initial tree strikes to the main wreckage. The path was on a magnetic heading of 140 degrees, and had a down angle of approximately 2 degrees.

The debris path was comprised of four major structural items, one ground scar, and the main wreckage. The first item was approximately 120 feet from the initial tree strikes, and was a 3-foot section from the inboard part of the right wing, along with the entire right flap. The second item was approximately 180 from the initial tree strikes, and comprised of the outboard half of the left wing, and the majority of the left aileron. The third item was approximately 220 feet from the initial tree strikes, and was the rest of the right wing, along with the right aileron and right fuel tank. The fuel tank was compromised, and contained approximately 1/2 gallon of fuel. The fuel was bluish in color and consistent with 100 low lead aviation gasoline.

The fourth item was approximately 270 feet from the initial tree strikes, and was composed of the inboard half of the left wing and flap, along with the left main landing gear. The right main landing gear had separated from the right wing and was located with the main wreckage. The left fuel tank was compromised, and no fuel was identified in the remnants of the tank.

The ground scar was approximately 310 feet past the initial tree strikes and measured about 4 feet wide, 2 feet deep, 8 feet long, and terminated at the main wreckage. The main wreckage came to rest partially on its left side, on a magnetic heading of 135 degrees. It was comprised of the engine, fuselage, vertical stabilizer, rudder, and the majority of the stabilator. The missing stabilator sections were located in the debris path prior to the main wreckage.

Examination of the flight control system revealed that the left aileron push-pull rod had separated at the aileron. The fracture surface was grayish in color and had a 45-degree shear lip, consistent with overload. The right aileron bellcrank was intact and both stops were in place. The balance and aileron cables were attached to the bellcrank, and both cables had separated near the wing root. The end of the cables were broomstrawed, and consistent with overload.

The right aileron push-pull rod was connected to the aileron, but had separated about 1/2 inch from the rod-end bearing, which was still connected to the right aileron bellcrank. The fracture surface on the push-pull rod was grayish in color, had a 45-degree shear lip, and consistent with overload. The bellcrank was intact and both stops were in place. The balance and aileron cables were attached to the bellcrank, and both cables had separated near the wing root. The ends of the cables were broomstrawed, and consistent with overload.

The push-pull rod for the left flap was connected to the flap-torque tube, but had separated from the flap. The mounting bracket on the flap was deformed consistent with overload. Examination of the push-pull rod revealed that the flap side of the rod-end bearing had separated from the linkage. The fracture surface was grayish in color, had a 45-degree shear lip, and consistent with overload. The rod-end bearing was not located in the debris path.

The push-pull rod for the right flap was connected to the flap, but had separated from the flap-torque tube. Examination of the torque tube revealed that the mount for the push-pull rod was deformed consistent with overload. The flap torque-tube displayed some impact damage, but was intact. Also intact was the chain and cables that connected ...