DFW08FA031

The pilot's intentional performance of aerobatic maneuvers that exceeded the design limits of the airplane structure.

While on an instructional cross-country flight in visual meteorological conditions, the airplane experienced an in-flight breakup during an aerobatic maneuver. Five maneuvers of interest were identified in the radar data for the accident flight. During the last maneuver the airplane's airspeed exceeded 134 knots calibrated airspeed (KCAS). According to the airplane's type certificate data sheet, the airplane's maximum maneuvering speed was 116 KCAS. Fellow flight instructors revealed that the accident flight instructor had reported performing "rolls" and/or "snap rolls" in the past while in the flight school's airplanes. In addition, one primary flight student reported that the accident flight instructor had demonstrated "rolls" and "spins" to him during flight lessons. No preimpact mechanical deficiencies with the airplane were noted, and all fracture surfaces were consistent with overload separations.

HISTORY OF FLIGHT On November 15, 2007, approximately 1500 central standard time (CST), a single-engine Piper PA-28R-200 airplane, N55307, was destroyed during an in-flight break up and subsequent impact with terrain, near Ranger, Texas. The flight instructor, foreign-certificated private pilot, and one passenger were fatally injured. The airplane was registered to and operated by Skymates Inc., of Arlington, Texas. The 132-nautical mile cross country flight departed Arlington Municipal Airport (GKY), Arlington, Texas, about 1348 and was destined for the Abilene Regional Airport (ABI) near Abilene, Texas. Visual meteorological conditions prevailed and a visual flight rules flight plan was filed for the 14 Code of Federal Regulations Part 91 instructional flight. Although no witnesses reported seeing the events leading up to the in-flight break up, two witnesses reported hearing the airplane and observing falling debris. One individual, located approximately 2 miles north of the accident site, was standing by his truck when he heard what he described as three "engine stalls" with several seconds spacing. The engine went silent after the third engine "stall" which was followed by an "unusual" sound. The sound drew his attention to the airplane and through binoculars he observed the airplane "wobbling" and descending in a slight nose down attitude with a slow clockwise rotation. Another witness, located approximately 1 mile south of the accident site, was working in a barn when he heard "whirling sounds" as if an airplane was "circling" or "spinning." These sounds were followed by a "loud bang." When he walked out from the barn, he observed pieces of the airplane falling to the ground. Five "maneuvers" of interest were identified in the radar data for the accident flight. In 4 of the 5 maneuvers, the airplane pitched nose down for 1,000 to 1,200 feet of altitude and increased airspeed from about 80 to 120 knots calibrated airspeed (KCAS.) In three of the maneuvers, the airplane then regains 300 to 400 feet of altitude and decelerates back to about 90 KCAS. The first "maneuver" begins when the airplane pitches over at 12,300 feet mean sea level (MSL) and descends to approximately 11,100 feet msl. It then pitches up and climbs to 11,500 feet msl where it momentarily levels off. The second "maneuver" starts when the airplane pitches over at 11,500 feet msl and descends to 10,500 feet msl. It then ascends to 10,850 feet msl, momentarily levels off, and then climbs to 11,000 feet msl. For the third "maneuver" the airplane pitches over at 11,000 feet msl and descends to about 9,950 feet msl. It then pitches up and climbs to 10,250 feet msl before leveling off. During the fourth "maneuver" the airplane climbs to 11,400 feet msl where it again pitches down and descends to 11,100 msl before a pull up is initiated and the airplane climbs to 13,000 msl feet and levels off. For the last "maneuver" the airplane climbs to 11,800 feet msl and pitches nose down. The airspeed exceeds 134 KCAS before starting to decrease. It was around this time that the aircraft disappeared from radar. PERSONNEL INFORMATION The instructor pilot held a certified flight instructor certificate with ratings for airplane single-engine land, multi-engine land, and instrument airplane. His last Federal Aviation Administration (FAA) first-class medical was issued on February 27, 2007, with no limitations. A review of the flight instructor's records indicated that he had received his private pilot certificate on January 22, 2004, with a total logged time of 56 hours. His next recorded flight was on February 28, 2007. The pilot received his temporary airman certificate for airplane single-engine land, multi-engine land, and instrument airplane on July 18, 2007. Two days later, July 20, 2007, he received his temporary airman certificate for flight instructor, airplane single-engine land, multi-engine land, and instrument airplane. He completed his "New Flight Instructor Training" at Skymates Inc., on July 25, 2007. An examination of the flight instructor's logbook indicated an estimated total flight time of 595 hours; of which 37 hours were in this make and model of airplane. He logged approximately 307 hours in the last 90 days and 60 in the last 30 days. The foreign-certificated private pilot's logbook indicated an estimated total flight time of 119 hours; of which 1 hour was in this make and model of airplane. He logged 64 hours in the last 90 days and 34 in the last 30 days. AIRCRAFT INFORMATION The 1973-model Piper PA-28R-200, serial number 28R-7335213, was a low wing, semi-monocoque airplane, with retractable landing gear, and was configured for four occupants. The airplane was powered by a direct drive, air-cooled, horizontally opposed, fuel injected, normally aspirated four-cylinder engine. The engine was a Lycoming IO-360-C1C, serial number L-10313-51A, rated at 200 horsepower at 2,700 rpm, and was driving a two-bladed constant speed Hartzell propeller. According to the airplane's Type Certificate Data Sheet (TSDS), the airplane's maximum maneuvering speed was 116 KCAS. Maximum structural cruising speed was 148 KCAS. According to the airframe logbook, the airplane's most recent annual inspection was completed on October 1, 2007, with an airframe total time of 7,260.5 hours. The engine logbook revealed that the engine had been inspected in accordance with an annual inspection on October 1, 2007. At the time of this inspection, the engine had accumulated approximately 2,245.6 hours since its last major overhaul and a total time of 7,360.5 hours. METEOROLOGICAL INFORMATION At 1453, an automated weather station located at Mineral Wells, Texas, approximately 34 miles northeast from the accident site, reported winds from 350 degrees at 8 knots, visibility 10 statute miles, skies clear, temperature 61 degrees Fahrenheit, dew point 12 degrees Fahrenheit, and barometric pressure of 30.40 inches of Mercury. WRECKAGE AND IMPACT INFORMATION On site documentation of the wreckage was conducted by investigators from the National Transportation Safety Board, Federal Aviation Administration, and representatives from The New Piper Aircraft Company, and Lycoming Engines. The wreckage was located on hilly terrain, amongst scrub oak, and cacti. The debris field was scattered over an area approximately one mile long by one half mile wide. The airplane was broken into six major sections. These sections consisted of the fuselage cabin area, the cabin roof, the aft fuselage with the attached empennage, the outboard section of the left wing, the outboard section of the right wing, and the instrument panel forward. All major components of the airplane were accounted for with the exception of a section of the right aileron; however the fracture surfaces associated with this aileron exhibited overload failures. The main wreckage consisted of the cabin area with all four seats, the inboard section of both wings, and the aft fuselage extending aft to, but not including the tail section. About 115 inches of the inboard left wing was intact and attached to the fuselage. There was no obvious deformation evident on the left wing. The front spar was fractured about 115 inches outboard of the fuselage and the rear spar was fractured about 113 inches outboard of the fuselage. The left flap remained attached to the left wing in the retracted position and exhibited some minor upward deformation with paint flaked off at the trailing edge. The upper and lower skin and forward and rear spars were deformed downward at the break. Two prop slashes were evident in the upper skin at the break. The aileron was recovered separate from the wing. The inboard aileron hinge remained attached to the rear spar. There was a hole in the upper skin where the landing gear pushed through. The left main ge