N2966X

HISTORY OF FLIGHTOn June 14, 2015 at 0746 central daylight time, a Piper PA32-300 airplane, N2966X, experienced an inflight break up and subsequently collided with trees and terrain near Cuba, Missouri. The private rated pilot and one canine passenger were fatally injured. The airplane was destroyed. The airplane was registered to LIMB-A-NATOR LLC, O'Fallon, Missouri, and operated by a private individual under the provisions of 14 Code of Federal Regulations Part 91 as a personal flight. Instrument meteorological conditions prevailed at the time of the accident and the flight operated on an instrument flight rules (IFR) flight plan. The flight departed from the Branson West Municipal Airport (FWB), Branson, Missouri, at 0701 and was en route to the Creve Coeur Airport (1H0), St. Louis, Missouri.

The pilot was in radar and radio contact with the Kansas City Air Route Traffic Control Center (ARTCC). A review of the recording revealed that the accident airplane was in cruise flight at 5,000 ft mean sea level (msl), 163 knots groundspeed, and on a 050 degree heading. At 0716:09 the pilot checked in with the ARTCC controller who stated, "moderate to extreme precipitation from your 10 o'clock to 2 o'clock position beginning in 50 miles, about 30 miles in diameter." The pilot acknowledged the information and stated that he would communicate with ARTCC and that he had "a scope onboard". About 30 minutes later, at 0745:16 the pilot stated to the controller that he was in the middle of the precipitation and was not experiencing any bumps. He also stated that his Stormscope was showing some returns to the right of his position and seeing "a little bit on NEXRAD." At 0746, ARTCC lost radar contact with the airplane and after multiple attempts, was unable to make radio contact with the pilot. ARTCC attempted to relay communication through another airplane in the area; all attempts were unsuccessful.

A review of the radar data revealed the accident airplane made a right descending turn during the final moments of the flight.

One witness reported the accident airplane was above the tree line with pieces of the airplane falling toward the ground. The airplane's nose was pointed southeast and the airplane spun as it descended. The airplane continued below the tree line and out of sight, and then a loud crash sound was heard immediately after.

Another witness heard the airplane above, but couldn't initially make visual contact because of the low clouds. The airplane descended through the clouds and the witness noticed a wing was falling separately along with other parts of the airplane. PERSONNEL INFORMATIONThe pilot, age 54, held a private pilot certificate with ratings for single engine airplane and instrument airplane. On September 24, 2014, the pilot was issued a Federal Aviation Administration (FAA) third class medical certificate with the limitation that he must have glasses available for near vision. On the application for the medical certificate, the pilot reported his total flight experience included 1,175 hours and 60 hours in the previous six months.

On November 21, 2014, the FAA Aerospace Medical Certification Division issued the pilot a time-limited Special Issuance Certificate which was valid until September 30, 2015; the pilot was treated with continuous positive airway pressure (CPAP) therapy for sleep apnea.

A review of the logbook entries revealed that as of May 26, 2015, the pilot had logged 1,203.1 total flight hours, about 1,048 of which were in the accident airplane, and 3.7 hours in the preceding 90 days.

On March 7, 2014, the pilot satisfactorily completed a biennial flight review (BFR) and an instrument proficiency check (IPC) in the accident airplane. Since the BFR, the pilot logged 11.3 hours in actual IFR conditions and three approaches; two instrument landing system (ILS) and one GPS. AIRCRAFT INFORMATIONThe six-seat, low wing, fixed tricycle landing gear airplane, was manufactured in 1979. The airplane was powered by a 300-horsepower Lycoming IO-540-K1G5 engine, which drove a three blade, constant speed Hartzell propeller. The airplane was inspected in accordance with a 100-hour / annual inspection and was determined to be in airworthy condition on October 9, 2014, at a tachometer time of 3,956.72 hours.

Installed on the airplane was a Stormscope WX-10 Weather Mapping System. The system detected electrical discharges and mapped them on the instrument screen. The system updated continuously and automatically.

The pilot stated to ARTCC that he had Next-Generation Radar (NEXRAD) onboard; however, the investigation was unable to find any evidence of NEXRAD capabilities.

Pilot Operating Handbook (POH) Excerpts:

Maximum Structural Cruising Speed – No not exceed this speed except in smooth air and then only with caution – 149 knots indicated airspeed (KIAS).

Design maneuvering speed – Do not make full or abrupt control movements above this speed – 131 KIAS at 3,400 lbs, and 114 KIAS at 2,400 lbs. METEOROLOGICAL INFORMATIONAt 0716 a special automated weather observation at the Rolla National Airport (VIH), located 16 miles west of the accident site, reported wind from 200 degrees at 11 knots, 3 miles visibility, light rain, mist, scattered clouds at 900 ft, broken clouds at 2,400 ft, overcast clouds at 4,600 ft, temperature 70° F, dew point 70° F, and altimeter setting 29.97 inches of mercury.

At 0736 another special weather observation at VIH reported wind from 190 degrees at 8 knots, 10 miles visibility, few clouds at 700 ft, broken clouds at 3,800 ft, overcast cloud base at 4,800 ft, temperature 70° F, dew point 70° F, altimeter setting 29.98; remarks: lightning over 10 miles away to the southeast, rain began at 0657 and ended at 0731, 0.27 inches of precipitation since 0653.

At 0753 a weather observation at VIH reported wind from 190 degrees at 10 knots, 10 miles visibility, few clouds at 2,300 ft, broken clouds at 4,200 ft, overcast clouds at 5,000 ft, temperature 70° F, dew point 70° F, altimeter setting 29.98, and rain in the area began at 0657 and ended at 0731.

Weather radar imagery from KLSX, St. Louis, Missouri, between 0722 and 0746, depicted moderate to high reflectivity northeast of and directly in the flight path of the accident airplane. The reflectivity features were consistent with convective activity. As the airplane flew past the first area of reflectivity (between 0742 and 0745), it made a right turn in front of an area categorized by moderate-high reflectivity that had been moving southeast into the flight path of the accident airplane. At the accident airplane's final recorded position, the airplane was in a small area void of reflectivity.

There were no convective or non-convective Significant Meteorological Information (SIGMET) advisories active for the accident location at the accident time.

Two Airmen Meteorological Information (AIRMET) advisories were active for the state of Missouri for altitudes below 10,000 ft for the accident time.

Total lightning data from the Earth Networks Total Lightning Network and Vaisala's National Lightning Detection Network did not identify the presence of any lightning in the accident area from 0730 to 0746.

At 0456, the pilot requested and received an FAA Direct User Access Terminal Service (DUATS) 'Low Altitude Weather Brief' for the accident flight which contained the above weather information. AIRPORT INFORMATIONThe six-seat, low wing, fixed tricycle landing gear airplane, was manufactured in 1979. The airplane was powered by a 300-horsepower Lycoming IO-540-K1G5 engine, which drove a three blade, constant speed Hartzell propeller. The airplane was inspected in accordance with a 100-hour / annual inspection and was determined to be in airworthy condition on October 9, 2014, at a tachometer time of 3,956.72 hours.

Installed on the airplane was a Stormscope WX-10 Weather Mapping System. The system detected electrical discharges and mapped them on the instrument screen. The system updated continuously and automatically.

The pilot stated to ARTCC that he had Next-Generation Radar (NEXRAD) onboard; however, the investigation was unable to find any evidence of NEXRAD capabilities.

Pilot Operating Handbook (POH) Excerpts:

Maximum Structural Cruising Speed – No not exceed this speed except in smooth air and then only with caution – 149 knots indicated airspeed (KIAS).

Design maneuvering speed – Do not make full or abrupt control movements above this speed – 131 KIAS at 3,400 lbs, and 114 KIAS at 2,400 lbs. WRECKAGE AND IMPACT INFORMATIONThe accident site was located at latitude 38° 4.706' N, longitude 91° 26.213' W, at an elevation of 995 ft msl, and 0.5 miles northwest of the Cuba Municipal Airport (UBX), Cuba, Missouri. Airplane debris was found 0.65 miles northwest of the accident site; the entire debris path extended on a 120° magnetic heading toward the main wreckage. The beginning of the debris path was identified by pieces of broken windscreen and other small airplane debris. The main wreckage, which included the fuselage, portions of the empennage, nose landing gear, right wing, and engine, came to rest in a heavily wooded area immediately adjacent to an east-west fence line. There was evidence of several damaged trees in the debris path leading to the main wreckage.

The fuselage from the engine firewall aft to the tail cone exhibited impact damage and was breached and twisted. The main carry through spar on the left side exhibited upward bending signatures. All seats and associated restraints were noted and the pilot's seat was removed by first responders. All cabin and cargo doors were separated from the fuselage. All window enclosures and windscreens were missing and the remnants were found in the wreckage debris path.

The instrument panel was compressed aft. The engine ignition switch position was not confirmed due to impact damage. The flight instruments were impact damaged and revealed no useful infor...