N241PMPiper PA46-500TP · 2003

On May 12, 2024, about 1956 central daylight time, a Piper PA46-500TP airplane, N241PM, was substantially damaged when it was involved in an accident near Marianna, Arkansas. The pilot and passenger were fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

The pilot filed an instrument flight rules flight plan from the Pensacola International Airport (PNS), Pensacola, Florida, to Batesville Regional Airport (BVX), Batesville, Arkansas.

A review of FAA-provided flight track data revealed that the flight departed PNS about 1721, turned to the northwest, and climbed to FL 280. The airplane’s course was a direct line to BVX. About 1945, the pilot began a descent out of FL 280. About 1955, the airplane entered a rapid descent and spiraling right turn. The airplane’s last observed track was at 1956:12. The calculated descent rate during the final portion of the turn was more than 17,000 ft per minute. The airplane’s fuselage came to rest about 0.1 nautical miles northwest of the last recorded position of the airplane.

Figure 1: Plot of the final portion of the airplane’s flight path.

A performance study was conducted by the NTSB’s Office of Research and Engineering and used available ADS-B data and ATC communications. The airplane had turned onto a northwesterly track toward BVX by 1831. The pilot requested FL 280 at 1833. The calculated calibrated airspeed was consistently above 150 kts. At 1841, the pilot reported to ATC that his satellite weather radar was not functioning and later asked for assistance navigating through weather. At 1908, he reported light chop over the previous 40 miles but that it was currently smooth. At 1944, ATC instructed the pilot to descend to FL 240 and to expect moderate chop. The airplane began to descend at a rate between 1,000 and 1,500 ft per minute. At 1947, the pilot checked in with a new ATC center on his route and reported descending with moderate chop. ATC responded by instructing the pilot to descend at his discretion to 17,000 ft. The airplane reached FL 240 (the previously instructed altitude) at 1949, where it stayed for less than a minute before continuing its descent. The first portion of this descent was at a rate of 2,000 ft/min before slowing to about 1,000 ft/min.

The airplane continued to descend with a slight pause at 1952 at FL 220. At 1954, while descending through FL 200, ATC instructed the pilot to descend at his discretion to 6,000 ft. The rate of descent increased to near 3,000 ft/min, and the airspeed markedly increased from 170 kts to over 200 kts, exceeding the Flight Information Manual’s listed maximum operation limit of 187 kts calibrated airspeed. The airplane had been within 2° of the same northwesterly track for the previous 1 hour and 20 minutes. The steady track, altitude and climb rates were consistent with autopilot use. At 1955, the airplane passed through the ADS-B recorded selected altitude value of 18,016, after which the airplane began a brief climb and the ground track began to deviate to the right, no longer consistent with autopilot control.

At 1955:20, the airplane began rapidly descending and after 1955:24 the airplane’s speed rapidly increased from 160 kts to 290 kts while in a tightening right turn. The airplane’s increasing speed in the descending tight turn exceeded the airplane’s structural limitations.

About 1956, ATC attempted to contact the pilot with no response and issued an ALNOT at 2006.

The pilot had recorded over 1,300 hours of actual instrument flight time and about 6 hours of actual instrument time in the 90 days before the accident.

According to the airplane’s Pilot’s Operating Handbook and FAA-Approved Flight Information Manual, the maximum operating maneuvering speed was188 kts indicated airspeed, or 187 kts calibrated airspeed. According to the airplane manufacturer, the airplane’s autopilot will not disconnect unless there is a system failure or pilot action.

The closest official weather reporting location was at Tunica Municipal Airport (KUTA), Tunica, Mississippi, about 15 miles east of the accident site. At the approximate time of the accident, the following conditions were reported:

Tunica Municipal Airport weather at 1955 CDT, automated, wind from 160° at 8 knots, visibility 9 miles, a few clouds at 10,000 ft agl, scattered clouds at 12,000 ft, temperature 23°C (73°F), dewpoint temperature 19°C (65°F), and altimeter 29.89 inches of mercury. Remarks: automated observation system with a precipitation discriminator, temperature 23.0°C, dew point 18.5°C.

A sounding analysis program indicated strong vertical wind shears between 13,000 ft and 16,000 ft where the winds shifted and indicated a high possibility of moderate or greater turbulence within those altitudes.

At the time of the accident, no Significant Meteorological Information (SIGMET), Convective SIGMETs, or Center Weather Advisories were current over the accident site. There was a G-AIRMET current over the area for occasional moderate turbulence between FL 210 and FL 410. No advisories were current for icing over the area.

Weather radar imagery showed the airplane encountering light intensity echoes of 25 dBZ or less as it descended from 24,000 ft. The presence of the echoes indicated that the airplane was in clouds or instrument meteorological conditions (IMC) and, based on the temperature profile, the cloud droplets and precipitation were in the supercooled liquid state and structural icing conditions. However, based on the data available, the performance study showed no increase in the airplane’s drag, indicative to ice accumulation, before the departure from straight flight.

According to the airplane’s Pilot’s Operating Handbook and FAA-Approved Flight Information Manual, the maximum operating maneuvering speed was188 kts indicated airspeed, or 187 kts calibrated airspeed. According to the airplane manufacturer, the airplane’s autopilot will not disconnect unless there is a system failure or pilot action.

The wreckage was located about 2300 in a sparsely populated agricultural area. The fuselage came to rest on a 010° heading. The left wing was detached at the wing root and was found near the fuselage in two sections. The inboard portion of the left wing was found about 30 ft and 281° from the main wreckage, and the outboard portion of the left wing was found about 80 ft and 353° from the main wreckage. The inboard portion of the right wing was fractured at the wing root and found partially under the fuselage. The engine was attached to the engine mount and embedded in the ground. An odor consistent with jet fuel was present.

Two small dogs were reportedly on board the airplane but were not located on scene or within the wreckage.

The left horizontal stabilizer, vertical stabilizer, rudder, elevator, right aileron, right flap, and the outboard portion of the right wing were not located at the accident site. The elevator trim actuator rod was found with 0.5 inches of extension on the forward end of the rod, exposing 5 threads, consistent with a slight nose down trim position. The rudder trim actuator was not located in the vertical stabilizer and was not recovered for examination. A search for the missing components using a state police drone was conducted. No additional components were found during this effort. No additional components have been found as of the writing of this report.

The main spar box structure was separated at the left and right wing roots. The spar box was pushed aft on the right side during the impact sequence. The spar box displayed upward U-shaped bending of about 12 inches along the outboard span of each side and was relatively unbent along the center span, consistent with positive loading. Black witness marks consistent with contact with the leading-edge wing de-ice boots were found on the right side of the aft fuselage, as seen in figure 2.

Figure 2. Right side of the fuselage with black witness marks.

The engine was found embedded in soft mud and remained attached to the engine mount. The exhaust duct exhibited torsional buckling consistent with torque production. All four propeller blades remained attached to the propeller hub. The blades exhibited bending progression from forward to aft in the direction of rotation consistent with thrust production. Additionally, rotational scoring and polishing were observed on each of the blades.

Flight control continuity was established to the extent possible with the condition of the wreckage. All observed separations were consistent with impact or overload damage. No anomalies were found with the flight control system. The landing gear was found in the retracted position. The flap actuator displayed one thread exposed on the jackscrew, consistent with a flap retracted position. The pitot heat switch in the overhead switch panel was found in the ON position. Both pitot tubes were tested and produced heat when an electrical source was applied.

An autopsy of the pilot was performed by the Arkansas State Crime Laboratory. According to the autopsy report, the cause of death was multiple traumatic injuries, and the manner of death was accident. The pilot’s autopsy identified 50% narrowing of the right coronary artery by soft plaque. Visual examination of the heart did not identify other significant disease.

The FAA Forensic Sciences Laboratory performed toxicological testing of postmortem specimens from the pilot. Testing was positive for phentermine. Phentermine is an amphetamine derivative used as a short-term adjunct with diet modification and exercise to increase weight loss. Phentermine is an appetite suppressant, can cause irregular heartbeats and delirium, and generally carries a warning that use may impair the ability to operate a motor vehicle or operate heavy machinery. Phentermine also carries a warning regarding the risk of abuse as it is a stimulant, and its use may also contribute to insomnia due to its stimulant effects. Phentermine’s effects last 12-14 hours per dose and may be detected in urine for 2-4 days after the last dose taken. Phentermine is disqualifying for pilots and was not reported at the pilot’s most recent medical examination.