C-GQAM

HISTORY OF FLIGHTOn May 3, 2017, about 2030 eastern daylight time, a Piper PA-31, Canadian registration C-GQAM, impacted trees and terrain near Colton, New York. The Canadian commercial pilot was fatally injured, and the airplane was destroyed. The airplane was registered to and operated by Strait Air (2000) Ltd. as an air taxi flight under the provisions of Canadian Aviation Regulation 703. Visual meteorological conditions prevailed, and the flight was operated on a visual flight rules flight plan. The flight originated from Quebec/Jean Lesage International Airport (CYQB), Quebec, Quebec, Canada, at 1916, and was destined for Montreal Saint-Hubert Longueuil Airport (CYHU), Saint Hubert, Quebec, Canada.

According to the operator, the flight's estimated duration was 1 hour, and the airplane departed with 720 pounds (120 gallons) of fuel on board. According to CYQB Terminal Control air traffic control data, at 1919, the pilot was cleared to fly direct to CYHU at 2,000 ft mean sea level (msl). The pilot acknowledged the clearance, and there were no further radio transmissions from the pilot. The airplane continued flying a straight course, at 2,100 ft msl, overflew CYHU, and impacted terrain about 100 miles beyond the destination airport.

One witness heard the airplane flying over her house and reported that the engine sounded like it was "spitting and sputtering." The sound lasted for about 5 to 10 seconds and then stopped. Shortly thereafter, the witness heard "a loud bang." Another witness was inside his home when he heard a "low whining noise" that was followed by "a loud thud." A third witness reported that he heard the airplane flying low over his house and went outside to watch it. He watched the airplane head southwest at an "extremely low" altitude, and then he heard three "pops" coming from the airplane. A few seconds after that, the airplane banked to the left and began to "gradually lose altitude." The airplane continued in the descending left turn until he lost sight of it as it dropped below the horizon. PERSONNEL INFORMATIONAccording to Transport Canada records, the pilot held a commercial pilot certificate with ratings for airplane single-engine land, airplane multi-engine land, and instrument airplane. The pilot was issued a category 1 medical certificate on May 17, 2016. According to the operator, the pilot had about 5,250 total hours of flight experience and 1,187 hours in the accident airplane make and model.

According to the pilot's family, he would typically fly from Quebec City to Montreal every weekday evening, stay in Montreal and sleep until about 0330, go back to the airport, and fly back to Quebec City in the morning. He would usually take a nap during the day before the next evening flight. AIRCRAFT INFORMATIONAccording to Transport Canada records, the airplane was manufactured in 1979 and was registered to the operator in 2003. It was equipped with two 310-horsepower Lycoming TIO-540-A2C engines that drove two Hartzell constant-speed propellers. The airplane's most recent annual or 100-hour inspection was performed on October 31, 2016.

Right and left fuel flow warning lights illuminated to warn the pilot of an impending fuel flow interruption. The lights were activated by a sensing probe mounted near each inboard fuel tank outlet. No audible warning was associated with the illumination of the lights.

Section 4, "Normal Procedures" in the POH recommended that when the airplane is loaded to a rearward center of gravity, fuel from the outboard tanks be used first during cruise flight.

The airplane was equipped with a KFC 200 autopilot. According to the pilot operating handbook (POH), when the autopilot was disengaged, the autopilot light on the annunciator panel would flash at least four times and then remain off to indicate that the autopilot was disengaged. Also, a 2-second audible warning tone would sound when the autopilot disconnected.

According to the cruise checklist found in the POH, the following items should be completed:

Fuel Selectors – OUTBOARD OR INBOARD

Power – Set

Cowl Flaps – As required

Mixture – Leaned

According to the POH, the airplane was equipped with four flexible fuel cells, two in each wing. The outboard fuel cells had a capacity of 40 gallons each, and the inboard cells had a capacity of 56 gallons each, providing a total fuel capacity of 192 gallons, 187.3 gallons of which were usable. According to the POH, the inboard fuel tanks were to be used for taxi, takeoff, climb, and descent. The outboard tanks were only to be used in level flight while en route.

According to the engine manufacturer's operating manual, using the most conservative fuel consumption in economy cruise, the airplane consumed about 13.5 gallons per hour of fuel per engine. Assuming that the en route phases of flight were performed on the outboard fuel tanks, with the engines' power at economy cruise, the airplane would have an estimated 2.9 hours of fuel endurance in the outboard tanks with the tanks full.

Interpolation of performance charts revealed that, assuming the airplane typically flew at 2,000 ft msl en route, it would take about 3 minutes to climb and 3 minutes to descend, totaling 6 minutes, or 0.1 hour.

On May 2, 2017, the airplane flight records indicated that the airplane departed from CYQB for CYHU with full fuel tanks, which was 1,123 lbs of fuel, and accumulated 0.9 hours of flight time. On the morning of May 3, 2017, the records indicated that the airplane flew from CYHU for CYQB with a total flight time of 1.0 hours. Finally, the airplane departed on the accident flight and accumulated about 1.25 hours of flight time. There was no evidence the airplane had been refueled between these flights.

Figure 1. Estimated Outboard Tank Fuel Consumption. METEOROLOGICAL INFORMATIONThe 2053 recorded weather observation at Massena International Airport – Richards Field (MSS), Massena, New York, located about 24 nautical miles north of the accident location, included wind from 220° at 5 knots, visibility 10 miles, sky clear, temperature 7°C, dew point 1°C, and an altimeter setting of 30.10 inches of mercury. AIRPORT INFORMATIONAccording to Transport Canada records, the airplane was manufactured in 1979 and was registered to the operator in 2003. It was equipped with two 310-horsepower Lycoming TIO-540-A2C engines that drove two Hartzell constant-speed propellers. The airplane's most recent annual or 100-hour inspection was performed on October 31, 2016.

Right and left fuel flow warning lights illuminated to warn the pilot of an impending fuel flow interruption. The lights were activated by a sensing probe mounted near each inboard fuel tank outlet. No audible warning was associated with the illumination of the lights.

Section 4, "Normal Procedures" in the POH recommended that when the airplane is loaded to a rearward center of gravity, fuel from the outboard tanks be used first during cruise flight.

The airplane was equipped with a KFC 200 autopilot. According to the pilot operating handbook (POH), when the autopilot was disengaged, the autopilot light on the annunciator panel would flash at least four times and then remain off to indicate that the autopilot was disengaged. Also, a 2-second audible warning tone would sound when the autopilot disconnected.

According to the cruise checklist found in the POH, the following items should be completed:

Fuel Selectors – OUTBOARD OR INBOARD

Power – Set

Cowl Flaps – As required

Mixture – Leaned

According to the POH, the airplane was equipped with four flexible fuel cells, two in each wing. The outboard fuel cells had a capacity of 40 gallons each, and the inboard cells had a capacity of 56 gallons each, providing a total fuel capacity of 192 gallons, 187.3 gallons of which were usable. According to the POH, the inboard fuel tanks were to be used for taxi, takeoff, climb, and descent. The outboard tanks were only to be used in level flight while en route.

According to the engine manufacturer's operating manual, using the most conservative fuel consumption in economy cruise, the airplane consumed about 13.5 gallons per hour of fuel per engine. Assuming that the en route phases of flight were performed on the outboard fuel tanks, with the engines' power at economy cruise, the airplane would have an estimated 2.9 hours of fuel endurance in the outboard tanks with the tanks full.

Interpolation of performance charts revealed that, assuming the airplane typically flew at 2,000 ft msl en route, it would take about 3 minutes to climb and 3 minutes to descend, totaling 6 minutes, or 0.1 hour.

On May 2, 2017, the airplane flight records indicated that the airplane departed from CYQB for CYHU with full fuel tanks, which was 1,123 lbs of fuel, and accumulated 0.9 hours of flight time. On the morning of May 3, 2017, the records indicated that the airplane flew from CYHU for CYQB with a total flight time of 1.0 hours. Finally, the airplane departed on the accident flight and accumulated about 1.25 hours of flight time. There was no evidence the airplane had been refueled between these flights.

Figure 1. Estimated Outboard Tank Fuel Consumption. WRECKAGE AND IMPACT INFORMATIONExamination of the accident site revealed damage to trees consistent with a 45° left bank and level pitch attitude at impact. The airplane impacted terrain about 1,200 ft msl, and a postimpact fire ensued. A ground scar was located about 40 ft past the initial tree strike and about 100 ft before the main wreckage. The initial impact crater was about 2 ft deep. All components of the airplane were located in the vicinity of the main wreckage, and the debris field was about 240 ft long on about a 300° heading. There were several branches located along the debris path with 45° cuts in the wood.

Flight control continuity was confirmed from the cockpit to all the flight control surfaces. The cockpit and cabin were partially consumed by fire. Both wings were impact-separate...