N92315

HISTORY OF FLIGHTOn December 2, 2012, at 1816 eastern standard time, a Piper PA-46-350P, N92315, was destroyed when it collided with terrain while executing the RNAV (GPS) RWY 36 instrument approach into the Greensburg Municipal Airport (I34), Greensburg, Indiana. The instrument rated private pilot and the three passengers were fatally injured. The airplane was registered to an individual, and operated under the provisions of 14 Code of Federal Regulations Part 91 as a personal flight. Instrument meteorological conditions (IMC) prevailed at the time of the accident, which was operated on an instrument flight rules flight (IFR) plan. The flight originated at Destin-Fort Walton Beach Airport (DTS), Destin, Florida, at 1518, and was en route to I34.

A review of air traffic control communications and radar data revealed that after the airplane departed Destin it was eventually cleared to an altitude of 21,000 feet mean sea level (msl) and preceded on course to I34. At 1748, the pilot requested a lower altitude and was directed to descend and maintain 14,000 feet msl. Four minutes later, the pilot requested the RNAV (GPS) RWY 36 approach into I34 and was advised to stand by.

As the airplane approached 14,000 feet msl, the pilot requested to continue his descent and was directed to descend and maintain 11,000 feet msl.

At 1759, the pilot reiterated his request for the RNAV (GPS) RWY 36 approach to I34 and requested to proceed direct to PULIC intersection, which was the initial approach fix (IAF) for the approach. A controller then cleared the pilot direct to PULIC .

At 1800, a controller directed the pilot to descend and maintain 5,000 feet msl and to contact Indianapolis Approach Control. At 1806, the pilot established communication with Indianapolis Approach and advised he was at 7,000 feet msl descending to 5,000 feet msl. The approach controller then directed the pilot to cross PULIC at 3,000 feet msl and issued a clearance for the RNAV (GPS) RWY 36 approach. The pilot acknowledged the clearance. The controller then queried the pilot to see if he had the current weather, and the pilot confirmed that he did. At 1810, the controller provided the pilot options for cancelling his IFR flight plan upon termination of his flight and then approved a frequency change. The pilot acknowledged and there were no further communications with the pilot.

At 1820 Indianapolis Approach Control issued an Alert Notice (ALNOT) when they were unable to establish contact with the pilot and he did not cancel his IFR flight plan. The airplane was found by law enforcement several hours later about 0.3 miles east-southeast of the airport.

A witness was standing outside his home located east of the airport. He said it was about 1820 when he heard a low flying airplane traveling northeast to the southwest. Though he could not see the airplane due to fog and mist, the airplane sounded slow. The witness said that as the airplane flew overhead, he thought it was in trouble because the engine sputtered for a second. The witness continued to listen to the airplane as it flew away from him, when he suddenly heard the engine rev up. He said, "That was followed by what I would call a sharp bank and then a quick descent. At the end of that sound, I heard what I would describe as a sudden stop, followed by a sound similar to that of branches going into a wood chipper." The witness then got in his truck, called the police, and tried to search for the airplane.

About the same time, the airport's co-manager was in his office located next to the airport when he heard an airplane fly very low overhead. He said that he turned to his wife and asked her who would be out flying that low in this weather, which he described as a quarter mile visibility, light fog and drizzle with a ceiling of 200 to 300 feet above ground level (agl) "at best." The witness ran outside to see if he could see the airplane and noted the runway lights were not turned on. He waited about two minutes to see if the airplane would return so he could turn on the runway lights. The witness did not hear the airplane return and assumed the pilot flew to his alternate airport. PERSONNEL INFORMATIONThe pilot, age 46, held a private pilot certificate for airplane single-engine land, and instrument airplane. His last Federal Aviation Administration (FAA) third-class medical was issued in February, 2012, with no limitations. A review of the pilot's logbook revealed he had accumulated 398 hours total time with 52 hours in the same make/model as the accident airplane. He also logged 43.1 hours simulated instrument and 29.3 hours of total actual instrument time. AIRCRAFT INFORMATIONThe Piper PA-46-350P is a pressurized six-seat, low-wing, retractable landing gear airplane, and was manufactured in 1993. It was powered by a Lycoming TIO-540-AE2A, 350-horsepower engine and equipped with a Hartzell model HC-12YR-1BF constant-speed propeller.

A review of the maintenance logbooks revealed that an annual inspection was completed on October 5, 2012. At the time of the inspection, the tachometer read 1,564.8 hours; the airframe total time was 1,612.0 hours, and the engine time since major overhaul was 642.1 hours. METEOROLOGICAL INFORMATIONThe published weather minimums for the RNAV (GPS) RWY 36 approach into Greensburg included a 700 foot ceiling (agl) and 1-mile visibility.

The closest weather reporting location to the accident was the Columbus Municipal Airport (BAK), which was 18 miles northwest of the accident site.

At 1650, weather was reported as wind from 190 degrees at 5 knots, visibility 3 miles, mist, overcast ceiling 1,000 feet, temperature 58 degrees F and a dewpoint 57 degrees F.

At 1750, weather was reported as wind from 170 degrees at 6 knots, visibility less than 2 miles in mist, overcast ceiling 300 feet agl. The temperature and dewpoint were 57 degrees F.

A search of Mesowest sites across Indiana indicated a remote weather station located in Greensburg (IN012) approximately 2 miles northeast of the airport. Although it's not intended for aviation use, at 1810, the site reported a temperature of 53 degrees F, a dew point of 53 degrees F, a relative humidity of 99 percent, and wind from the southwest at 5 knots.

The Chicago Area Forecast that was issued at 1445 and included southern Indiana, indicated a cold front was expected to become a warm front over the region during the time period. The general route forecast for Indiana expected broken to overcast clouds between 1,500 to 2,500 feet with tops of 5,000 feet, with occasional visibility 3 to 5 miles in mist. Only the outlook forecast was forecasting IFR conditions due to low ceilings and visibility for the following day between 0300 and 0900.

A review of the available weather products that were available to the pilot prior to the flight revealed that no significant meteorological (SIGMETS) warnings were issued and an airman meteorological (AIRMET) for IFR conditions was issued and valid for extreme northern Indiana only.

Due to deteriorating conditions that were not previously forecasted, the national Weather Service issued an update to the AIRMET at 1815. At the time the update was issued, the pilot was already established on the approach into Greensburg. AIRPORT INFORMATIONThe Piper PA-46-350P is a pressurized six-seat, low-wing, retractable landing gear airplane, and was manufactured in 1993. It was powered by a Lycoming TIO-540-AE2A, 350-horsepower engine and equipped with a Hartzell model HC-12YR-1BF constant-speed propeller.

A review of the maintenance logbooks revealed that an annual inspection was completed on October 5, 2012. At the time of the inspection, the tachometer read 1,564.8 hours; the airframe total time was 1,612.0 hours, and the engine time since major overhaul was 642.1 hours. WRECKAGE AND IMPACT INFORMATIONThe airplane impacted an open field about 0.3-miles east-southeast of the airport on a 114 degree heading. The airplane impacted the ground and came to rest approximately 335 feet from the initial impact point in a tree-covered, down-sloping embankment.

The left wing was separated about 3 feet outboard of the landing gear as well as at the wing root. Both wing sections were found along the debris path. The inboard 5 feet and 11 inches of the aileron were in place and secure. The remaining portion was separated and found along the debris path. The flap was separated in several places. The outboard 4 feet 4 inches remained partially attached to the separated outboard wing section. The remaining inboard section was fragmented and found along the debris trail.

The aileron control and balance cables were secure to the aileron sector on the wing and continuous to the wing root area where they displayed a broom-strawed separation consistent with impact overload The remaining left side aileron control cable was continuous to the aileron control wheel sector.

The right wing outboard of the landing gear, approximately 11 feet 3 inches, was separated but remained connected to the inboard section by the aileron control cables. Both cables were secure to the aileron sector. The aileron was separated, fragmented, and found along the debris trail. The aileron control cable was continuous to the aileron control wheel sector and the balance cable was continuous to the left side cable separation.

The inboard end of the flap, about 5 feet 4 inches, was in place with the linkage secure. The remaining portion of the flap was found along the debris trail.

The flap jackscrew exhibited a 13 threads extension consistent with a flap position of 10 degrees.

Both the inboard and outboard fuel filler caps on both wings were in place and secure with no evidence of staining in the area.

The landing gear switch in the cockpit was in the extended position and the landing gear actuators were in the extended and locked position.

The landing gear actuators were extended and locked. Both the inboard and outboard fuel filler c...