N40731

HISTORY OF FLIGHT

On November 14, 2004, approximately 1718 central standard time, a Piper PA-31-350 twin-engine airplane, N40731, registered to and operated by Dash Air Charter Inc., of San Antonio, Texas, was destroyed when it impacted a multi-unit residential building and the ground following a loss of control while on an instrument approach to runway 3 at the San Antonio International Airport (SAT), San Antonio, Texas. The commercial pilot and four passengers were fatally injured. Instrument meteorological conditions (IMC) prevailed, and an instrument flight plan was filed for the 14 Code of Federal Regulations Part 91 personal flight. The 499-nautical mile cross-country flight originated from the Dodge City Regional Airport (DDC), near Dodge City, Kansas, approximately 1345, with the intended destination of SAT.

According to information provided to the NTSB investigator-in-charge (IIC) by friends and family members, the passengers on board the aircraft were returning home after a hunting trip. Information provided by the FAA and weather reporting services revealed that the en route portion of the flight from Dodge City was flown in instrument meteorological conditions. There were no reports of problems from the pilot during the approximate 3 1/2-hour en route portion of the flight. As the airplane neared its intended destination of San Antonio, the pilot established communications with San Antonio Air Traffic Control Tower (ATCT) and maneuvered to execute the Instrument Landing System (ILS) Runway 3 instrument approach.

The following are excerpts of radio communications between the pilot of N40731 and approach controllers (ATCT) in the minutes prior to the accident.

Agencies Making Transmissions: Abbreviations:

Piper PA-31-250, N40731: N40731

San Antonio Approach Control, Radar South: A/C

San Antonio ATCT, Local Control 2: ATCT

2301:01 N40731

approach navajo seven three one five thousand

2301:05 A/C

navajo seven three one san antonio approach roger

2304:16 A/C

navajo seven three one turn right heading one eight zero

2304:20 N40731

right turn to one eight zero

2307:15 A/C

navajo seven three one descend and maintain four thousand

2307:19 N40731

five for four seven three one

2309:39 A/C

navajo seven three one descend and maintain uh oh disregard just three thousand five hundred for navajo seven three one heading zero nine zero

2309:47 N40731

three thousand five hundred zero nine zero

2310:18 A/C

navajo seven three one is uh three miles from resoc turn left heading zero six zero maintain three thousand five hundred til resoc cleared ils runway three maintain maximum forward speed

2310:28 N40731

okay uh left turn zero six zero join the localizer maintain three point five til resoc

2314:04 A/C

low

2314:05 ATCT

uh local is uh navajo seven three one going around we're not talking to navajo seven three one if you thought he was on us

2314:12 A/C

navajo seven three one san antonio

2314:13 N40731

(unintelligible)

2314:14 A/C

okay navajo seven three one looks like you've lost the localizer uh turn left heading two seven zero climb and maintain three thousand five hundred

2314:22 N40731

left turn two seven zero three thousand five hundred

2315:16 A/C

navajo seven three one say altitude

2315:18 N40731

climbing to three thousand

2315:20 A/C

say altitude now

2315:22 N40731

two thousand climbing

2315:24 A/C

navajo seven three one looks like you're in a left turn northeast bound you got traffic one o'clock and a mile a hard left turn now heading three zero zero hard left turn

2315:42 A/C

navajo three thou navajo seven three one maintain three thousand five hundred i show you at one thousand eight hundred

2315:52 A/C

navajo seven three one i've lost your transponder

2315:58 A/C

navajo seven three one san antonio

2316:02 ATCT

local

2316:04 A/C

do you see that navajo anywhere

2316:05 ATCT

no we don't are you talking to him

2316:07 A/C

he he answered me one time and now he's not talking to me

2316:09 ATCT

well i we broke out one mike echo he's one two zero heading to three thousand he says he's low on fuel we'll put him back on you

2316:14 A/C

all right

2316:18 A/C

navajo seven three one san antonio

2316:22 A/C

navajo seven three one san antonio approach

No further communications were received from N40731.

Radar data received from the FAA showed that the aircraft remained initially left of the localizer course line before turning right of the localizer approximately 2 miles before the final approach fix (FAF). Radar then showed the aircraft turn to the left of course line. When the aircraft was abeam the FAF, it was approximately 1 mile left of the course line. As the aircraft closed to approximately 1.5 miles from the runway threshold, the aircraft had veered about 1.3 miles left of the course line (at which time ATCT instructed the pilot to turn left to a heading of 270 degrees). The aircraft continued to turn left through the assigned heading and appeared to be heading back to the ILS course line. According to the radar, another aircraft was inbound on the ILS course line and ATCT instructed the pilot to turn left immediately. Thereafter, the aircraft went below radar coverage (approximately 1200 feet msl).

A witness, located approximately 1.25 miles northwest of the accident site, reported to the NTSB investigator-in-charge (IIC) that he heard a very loud noise, and then observed a small white airplane flying toward a building, approximately 60 feet in height. The airplane pitched up approximately 45 - 90 degrees just before the building and disappeared into the clouds. A second witness located approximately 1 mile northwest of the accident site reported to the IIC that he heard a low flying aircraft, and then observed a white twin-engine airplane banking left out of the clouds. The airplane leveled out, and flew into the clouds again a few seconds later. The witness added that he "saw no indications of problems, smoke, or visible damage to the airplane." The witness stated that the airplane was at an altitude of 100-200 feet above the ground. A third witness located adjacent to the accident site reported that they heard the sound of a low flying airplane in the distance. As it became louder and louder, they looked up and observed the airplane in a near vertical attitude as it impacted trees and the side of an apartment complex.

PERSONNEL INFORMATION

The pilot held a commercial pilot certificate with airplane single-engine land, airplane multi-engine land, and instrument ratings. The pilot was last issued a second-class medical certificate on December 9, 2003, with the limitation stated "must wear corrective lenses and posses glasses for near and interim vision." The pilot had reported on his medical application he had accumulated a total flight time of 8,700 hours. The pilot's logbook was located during the on-scene investigation. At the last entry recorded on August 24, 2003, the pilot had accumulated 8,426.4 hours of flight. Entries observed within an aircraft flight log, kept by the pilot, stated that between October 21, 2003, and November 13, 2004, the pilot had accumulated an additional 164.3 hours of flight, totaling 8590.7 hours.

The pilot's most recent flight review was on July 17, 2003, in a PA-31.

AIRCRAFT INFORMATION

The 1981-model Piper PA-31-350, serial number 31-8152003, was a low wing, twin-engine semimonocoque design airplane, with a retractable landing gear, configured for a maximum of eight occupants. The airplane was powered by two normally aspirated, direct drive, air-cooled, horizontally opposed, fuel injected, six-cylinder engines driving a four bladed "Q-tip" Hartzell propeller. The left engine was a Lycoming TSIO-540-J2B engine (serial number RL-1298-68A) and the right engine was a Lycoming LTIO-540-J2B engine (serial number L-6186-61A), both rated at 350 horsepower.

According to the airframe and engine logbooks, the airplane's most recent 100-hour/annual inspection was on July 31, 2004, with a total airframe time of 2,248.7 hours. No open discrepancies were noted within the aircraft or engine logbooks. At the time of the last annual, it was noted that the left and right engines had accumulated 723-hours since major overhaul.

Using an estimated weight for the four passengers of 185 pounds, and the pilot's last reported weight at the time of his medical application, of 156 pounds, an estimated weight of 100 pounds for the dog on board, and approximately 50 pounds of baggage on board, the representative from the airframe manufacturer calculated the weight and balance to be 52.4 pounds over the maximum gross weight of the airplane at the time of departure, and was within the airplane's center of gravity limitations at the time of the accident.

METEOROLOGICAL INFORMATION

At 1653, the automated surface observing system at SAT reported wind from 060 degrees at 14 knots, visibility 4 statute miles, light drizzle and mist, overcast cloud ceiling at 400 feet, temperature 54 degrees Fahrenheit, dew point 52 degrees Fahrenheit, and an altimeter setting of 30.28 inches of Mercury.

At 1732, the automated surface observing system at SAT reported wind from 050 degrees at 9 knots, visibility 4 statute miles, light drizzle and mist, overcast cloud ceiling at 400 feet, temperature 54 degrees Fahrenheit, dew point 51 degrees Fahrenheit, and an altimeter setting of 30.29 inches of Mercury.

The National Weather Service (NWS) Surface Analysis Chart for 1800, which provided the station model data across Texas. Light continuous rain was indicated over western, northern, and central Texas, with mist indicated over southern Texas. In the San Antonio area, the station model indicated wind from the northeast at 10 knots, overcast ceiling, temperature 54 degrees Fahrenheit, dew point 52 degrees Fahrenheit, and a sea level pressure at 1024.5-mb.

The NWS Radar Summary Chart for 1719 depicted an area of echoes over southern Kansas, ...