Piper PA-46 (Malibu/Meridian/Mirage/Matrix/M-Class)

Witnesses stated that the airplane was on final approach to runway 03 with the landing gear and flaps extended. One witness reported that when the airplane was about 50 to 100 feet above the ground, he heard the engine go to full power, and the airplane entered a steep climbing right turn. The witness stated that the airplane looked very slow during the steep climb. While in the climb, the airplane's wings leveled and then the airplane banked left and nosed down into the ground. A no-radio gyrocopter had just taken off on runway 03. Both occupants were killed.

The flight was a private pleasure/travel flight for the purpose of transporting the pilot, his wife, and two other couples from Windsor to Killarney, Ontario, where they were to spend the weekend with friends. The flight had been planned in advance of the departure date. The pilot commenced taxiing at 1058 eastern daylight saving time (EDT), and was issued an instrument flight rules (IFR) clearance to Killarney via the routing "Windsor, radar vectors Sarnia, direct Wiarton, direct Killarney, to maintain 3,000" feet asl. The pilot took off at 1105. After take-off, the flight proceeded in a routine manner in accordance with the IFR clearance and was issued a final cruise altitude of 9,000 feet asl. The pilot reported level at 9,000 feet asl at 1125. At 1137, while the flight was 65 to 70 nm southwest of Wiarton, Ontario, the pilot was issued and acknowledged a clearance to fly direct to Killarney. At 1151, he requested and was issued a clearance to climb to 12,000 feet asl to get above a cloud layer, and reported level at 12,000 feet asl at 1155. The flight passed 20 nm to the west of Wiarton at 1203. At 1206, the pilot was given the Sudbury altimeter setting of 29.913 and was cleared to maintain 4,000 feet asl at his convenience. He acknowledged the clearance and commenced descent from 12,000 feet asl, 62 nm south of Killarney. Shortly after issuing the descent clearance, the air traffic services (ATS) controller advised the pilot that the IFR flight plan could be cancelled with the controller on his frequency while still airborne or with the Sault Ste. Marie flight service station (FSS) on the ground by a toll free telephone number. The ATS controller asked the flight crew of another aircraft on the same frequency to listen for an IFR cancellation from C-GSEV and to relay the cancellation to the controller. At 1221, the pilot of C-GSEV advised the ATS controller that he would be descending to 2,000 feet asl. The controller advised the pilot that the flight was in uncontrolled airspace and descent would be at the pilot's discretion. The pilot acknowledged the message, and this was the last direct controller/pilot communication (DCPC) between ATS and the aircraft. The last recorded radar position of the aircraft was at 1223:43, when it slowed to 180 knots ground speed and was descending out of 3,000 feet asl, 3 1/2 to 4 nm south of the Killarney airport. At about 1224, the flight crew from another aircraft on the frequency advised the ATS controller that C-GSEV had cancelled the IFR flight plan. There was no further communication with the flight after the pilot cancelled the IFR flight plan. The aircraft was reported missing to officials of the pilot's company the following morning by friends and family of the passengers. Search and rescue authorities were notified at approximately 0930, and the wreckage was located by search and rescue late that afternoon. The aircraft struck the rock face of a mountain at 1,321 feet asl in near level flight, on a northeast heading. The top of the mountain was 1,408 feet asl. The six occupants were fatally injured, and the aircraft was destroyed on impact. The accident occurred at about 1230 EDT during the hours of daylight, at latitude 46°02'N and longitude 081°26'W.
Crew:
Emidio Simone, pilot.
Passengers:
Laila Simone,
William and Lynne Bolton,
David and Pauline Moore.

The airplane was on takeoff climb, about 400 feet above the ground, when the engine partially and then totally lost power. The pilot did a forced landing in a bean field. The flight occurred following maintenance to check a low manifold pressure condition. According to the pilot, a 'full' engine runup was done before takeoff. He stated: 'the takeoff was smooth, we rotated at an airspeed of slightly more than 80 knots. The climb for the first 350 (feet of altitude), airspeed was routine... I felt a power loss and noticed the manifold pressure dropping. At this point I felt I had enough power to return to the airport... as the turn was being completed, power went out completely.' The post-accident examination of the airplane did not disclose evidence of mechanical malfunction.

The airplane was en route at 14,000 feet msl when the manifold pressure dropped from 30 to 18 inches. Eleven minutes later the oil light came 'on'. The airplane continued under partial power at an airspeed of 90 knots, while descending at 100 to 300 feet per minute (fpm). By 9,500 feet msl the engine oil pressure dropped to zero. The pilot shut down the engine and made a forced landing in the Gulf of Mexico near a ship. The airplane remained afloat for 5 to 7 minutes. During this time, the emergency exit was opened, all occupants donned a life vest, exited, and boarded the life raft, which the pilot had deployed. All were rescued by personnel from the ship. The airplane was not recovered; therefore, the cause of the power loss was not determined.

The pilot was executing an ASR approach to runway 32 and 9 seconds after the approach controller advised the pilot that the flight was over the missed approach point, the pilot advised the controller that the airport was in sight and he would be circling to land. The controller acknowledged this and witnesses observed the airplane flying northwesterly west of runway 32 about 150-200 feet above ground level. They then observed the airplane enter a left bank between 60-80 degrees and the airplane pitched nose down and collided with trees then a fence and the ground. There was a small post crash fire which was extinguished by the fire department. Examination of the airframe revealed no evidence of preimpact failure or malfunction of the flight controls. The engine was removed and placed on a test bench and after replacement of several components which were impact damaged, the engine started and operated normally. The passenger was seated in the furthest aft right seat and the lap belt attach point on the right side of this seat failed due to overload.

While cruising at FL240, the pilot observed the engine oil pressure gradually decrease from the normal to the caution range and a drop in manifold pressure. He requested and received vectors for a precautionary landing at an airport short of his destination. During the descent, the oil pressure continued to drop to zero and engine power was lost. He was able to locate the airport underneath the overcast, but loss of engine power prevented him from reaching the runway. The airplane impacted trees 1,200 feet from the airport. The 6 engine cylinder assemblies were changed 7 hours prior to the accident. Examination of the engine and turbochargers did not reveal the source of the oil loss.

The pilot stated that he was attempting a takeoff on a 2,700 foot sod runway and hit a soft spot which decreased his groundspeed by 15 to 20 miles per hour. He continued the takeoff attempt and struck trees at the end of the runway. The airplane fell to the ground and burst into flames.

The pilot had been charged with 'lewd and lascivious conduct with a minor.' He was jailed on Friday and released on bond on Saturday. During a meeting with a friend in the pilot's car on Sunday evening, he was drinking beer. The friend said the pilot made comments referring to intentionally crashing the aircraft and that 'he didn't want to die, but didn't know of any other way.' He had a gun in the car and told the friend 'don't call the police or I'll kill myself sooner.' The pilot departed Twin Falls at about 2230 on Sunday night in his PA-46. He flew to Boise, ID (via Ely, NV) before turning back toward Twin Falls. After passing over Boise, intermittent radio contact was made between the airplane and approach control. Radar vectors and descent were issued. Radar contact was lost during descent and pilot announced descending thru 11,000 feet; 38 seconds later, he reported at 6,000 feet. Ground impact was at 4,650 feet. Toxicology tests of the pilot's lung and muscle tissue showed an alcohol level of 175 & 117 mg/dl (0.175% & 0.117%). No preimpact failure of the aircraft was found.

After passing over the Alps and a layer of stratus over the Plateau, the pilot reached the Willisau VOR where he was cleared to initiate an IFR approach to Grenchen Airport runway 25. He completed a standard turn then followed the 290° radial instead of the published 280° radial. When the DME system indicated 7 NM, the pilot realized he was too far from the normal approach track, disengaged the automatic pilot system and elected to gain altitude. In a flaps down/gear down configuration, the aircraft failed to gain sufficient height and struck, in poor visibility due to thick fog, the wooded slope of Mt Balmfluechöpfli (1,289 metres high) located about 12 km northeast of Grenchen Airport. The aircraft disintegrated on impact and the pilot was killed. The female passenger, slightly injured as she was seating in the seat opposite to the direction of flight, was able to walk away to ask for help.

During an approach to land, the pilot made S-turns to allow for proper spacing from a preceding airplane. On short final, he decided to go around because the runway was still not clear. However, he reported there was a lack of response concerning the power, so he decided to land as originally planned. The pilot tried to align the airplane with the runway centerline, but its right wing and landing gear struck the ground, and the right landing gear collapsed. The airplane skidded off the right side of the runway. During the accident sequence, the outward portion of the right wing was torn away from the airplane and a fuel line was ruptured. A ground fire erupted and burned through the right side of the airplane's structure and right wing. No preimpact part failure or malfunction was reported.