N1352TPiper PA-28-180 · 1972

On January 29, 2012, about 1242 eastern standard time, a Piper PA-28-180, N1352T, operated by a private individual, was substantially damaged when it impacted terrain while on approach to the York Airport (THV), Thomasville, Pennsylvania. The certificated private pilot was fatally injured. Visual meteorological conditions prevailed and no flight plan had been filed for the flight that originated from Frederick Municipal Airport (FDK), Frederick, Maryland, about 1200. The personal flight was conducted under the provisions of 14 Code of Federal Regulations Part 91.

The airplane was owned by a flying club and based at FDK. According to the President of the flying club, the pilot was one of nine owner-members. He believed the pilot was interested in building up cross-country flight experience and intended to pursue an instrument rating.

A sectional chart, located in the cockpit of the airplane depicted a highlighted route from FDK to the Carroll County Airport (DMW), Westminster, Maryland, to THV, and back to FDK.

Witnesses at THV observed the airplane on approach to runway 17, a 5,188-foot-long, 100-foot-wide, asphalt runway. They reported that the airplane looked "very low," "slow" and was rocking from side-to-side when it made a sudden left turn, pitched up, and then descended toward the ground nose-first. The airplane's left wing initially impacted the ground, followed by the nose.

The pilot, age 56, held a private pilot certificate, with a rating for airplane single-engine land. His most recent Federal Aviation Administration (FAA) third-class medical certificate was issued on March 25, 2011. At that time, he reported a total flight experience of 120 hours, which included 3 hours during the previous 6 months. His most recent biennial flight review was conducted on July 18, 2011.

The pilot's logbooks were not recovered. Based on information provided by the flying club and an insurance company representative, it was estimated that at the time of the accident, the pilot had accumulated about 130 hours of total flight experience, which included about 13 hours in the same make and model as the accident airplane.

According to flight logs, the pilot's most recent flight in the airplane prior to the accident was on January 8, 2011, for 1.7 hours.

The four-seat, low-wing, fixed-gear, all-metal airplane, serial number 28-7205287, was manufactured in 1972. It was powered by a Lycoming O-360-A4A, 180-horsepower engine equipped with a Sensenich propeller.

According to FAA Records, the airplane was purchased by its current owner, Condor Flying Club on April 21, 1995.

A flight log for the accident flight that was found in the cockpit, listed 18 gallons of fuel in both the left and the right fuel tanks.

At the time of the accident, the airplane had been operated for about 6,775 hours since new, and the engine had been operated for about 710 hours since overhaul. In addition, the airplane had been operated for 32 hours since its most recent annual inspection, which was performed on November 2, 2011.

The reported weather at THV, elevation 495 feet mean sea level, at 1253, was: wind 230 degrees at 13 knots, gusting to 20 knots; visibility 10 statute miles; clear sky; temperature 4 degrees Celsius (C); dew point -9 degrees C; altimeter 30.16 in/hg.

The airplane impacted in a corn field approximately 1/4-mile from the approach end, and about 400 feet to the left of the extended centerline of runway 17. The airplane came to rest upright on a heading of about 265 degrees. All major components of the airplane were accounted for in the immediate vicinity of the main wreckage.

The left wing was separated at the wing root, at the main spar forward and aft attach points and was folded back along the side of the fuselage. The pitot/static mast was clear of any visible obstructions. The stall vane was impact damaged. The right wing remained attached to its respective main spar attach points; however, it was bent upward approximately 45 degrees. In addition, the right wing leading edge contained aft crush damage from the wingtip to the inboard root area. The rudder, vertical stabilizer and horizontal stabilator exhibited minor damage. Flight control continuity was confirmed from all flight control surfaces to the forward cockpit area. The flaps were observed at an approximate 25-degree setting.

The engine was canted downward about 45 degrees. The propeller remained attached to the crankshaft flange and was partially buried in the ground. Both propeller blades contained leading edge gouges near the tip, and chordwise scratches. The crankshaft was rotated via the propeller. Continuity was observed through the accessory section and all respective cylinder rocker arms. In addition, thumb compression was attained on all cylinders. All spark plugs were removed. Their electrodes were intact and dark gray in color. Both magnetos were secure and rotated freely after removal. They subsequently produced spark on all towers when placed on magneto test bench. The gascolator was compromised; however, the screen was absent of contamination. Fuel was present in the fuel line to the carburetor and the carburetor bowl. The fuel was absent of contamination and consistent with 100-low-lead aviation gasoline.

An autopsy was performed on the pilot on January 31, 2012, by Forensic Pathology Associates, Allentown, Pennsylvania. The autopsy reported listed the cause of death as injuries that were consistent "blunt impact."

Toxicological testing performed on the pilot by the FAA Bioaeronautical Science Research Laboratory, Oklahoma City, Oklahoma, revealed both Amlodipine and Glipizide detected in urine and only glipizide detected in blood. Both medications, as well as the pilot's history of diabetes mellitus and hypertension were reported to the FAA during the pilot's most recent third-class medical examination.

Airplane Flight Manual

The airplane flight manual listed the airplane's power off, wings level stall speed at a gross weight of 2,450 pounds, as 61 mph (53 knots) for 40 degrees of flaps, and 68 mph (59 knots) in a flaps retracted configuration.

A Garmin 496 global positioning system (GPS) receiver was recovered from the cockpit and forwarded to the NTSB Vehicle Recorders Laboratory, Washington, DC, where it was successfully downloaded.

Review of the GPS data for the accident flight revealed that the airplane departed FDK about 1200, flew past DMW about 1215, and arrived over THV at a GPS altitude of 2,450 feet about 1225. The pilot entered a left downwind for runway 17, and landed at 1232. He subsequently taxied back to the beginning of runway 17, took off at 1237, and entered a left traffic pattern for runway 17. The airplane's flight track on the accident flight was consistent with the flight track on the previous landing. At 1241:32, the airplane was about 1/2 mile from the threshold of the runway, at a GPS altitude 748 feet (253 feet above ground level [agl]) and a ground speed of 58 knots, about 9 knots slower than the previous landing. At 1241:38, the airplane was at a GPS altitude of 692 feet (197 feet agl) and a ground speed of 49 knots, about 19 knots slower than the previous landing. The airplane's last GPS target was at 1241:54, in the vicinity of the accident site at a GPS altitude of 564 feet (69 feet agl) and a ground speed of 45 knots, about 24 knots slower than the previous landing.