Pilot Apparently Proceeded VFR Into IFR Conditions

The NTSB has released its preliminary report into an accident in which a Piper PA-32 impacted a mountainside while on approach to Honolulu International Airport. The accident killed the 61-year-old pilot and his 20 year old son. 

NTSB Identification: WPR10FA107
14 CFR Part 91: General Aviation
Accident occurred Sunday, January 10, 2010 in Honolulu, HI
Aircraft: PIPER PA-32-300, registration: N8934N
Injuries: 2 Fatal.

This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed.

On January 10, 2010, about 1345 Hawaiian standard time, a Piper PA-32-300, N8934N, impacted the southeast side of a ridge while approaching the Honolulu International Airport, Honolulu, Hawaii. The pilot, who was additionally the owner, was operating the airplane under the provisions of 14 Code of Federal Regulations Part 91. The non-instrument rated private pilot and one passenger sustained fatal injuries; the airplane was destroyed. The personal cross-country flight originated from Lanai Airport on the island of Lanai, Hawaii, about 1315, with a planned destination of Honolulu on the island of Oahu. Instrument meteorological conditions prevailed in the area surrounding the accident site, and the pilot was receiving visual flight rules (VFR) flight following; he had not filed a flight plan.

Family members reported that the purpose of the accident flight was for the pilot, a Veterinarian, to return from working on Lanai. As on almost every Sunday, the pilot commuted from Honolulu to Lanai to see patients, with his work hours ending around 1200. The pilot had an extensive history flying on the island and had performed thousands of flights between Lanai and Honolulu. Although the passenger did not hold a pilot certificate, he would often fly with the pilot, his father.

A group of hikers were near the accident site and witnessed the airplane just prior to impact. One hiker reported that in "very cloudy, poor visibility," conditions he heard an airplane crash into a ridge about 50 yards from his location. He recalled that he could "hear the engine all the way," and that the airplane did not seem to turn or pull up. He further stated that visibility was so bad that he was not able to see the airplane. Another hiker reported that the ridge was obscured by clouds and he heard the engine "running the whole time," prior to the airplane crashing. Another hiker stated that she heard an airplane flying low and briefly observed it pass by before it disappeared in the cloud layer.

A different witness recalled that he was almost at the peak of the ridge when he noticed an airplane flying low in the mountains; he observed it crash into a ridge. Shortly thereafter, he observed the clouds move in and he could no longer see the wreckage. He stated that when the airplane impacted, there were "heavy clouds and the mountain was hard to see." Another hiker stated that she heard the airplane as it came closer and the noise became louder. It was flying toward the ocean and then suddenly turned into the mountain. An additional hiker observed the airplane flying at eye-level to him. It veered to the right and he heard it crash into the ridge.

The direct route of flight from Lanai to Honolulu is about 63 nautical miles (nm) on a course of 300 degrees true. The pilot was on the Kona Arrival to Honolulu Airport at the time of the accident, which is an arrival procedure for VFR aircraft. As published, the arrival procedure is to proceed to KoKo Head, a very high frequency omni-directional radio range tactical air navigation aid (VORTAC), and then continue to the Waialae Golf Course. Thereafter, the pilot is to follow the H-1 Freeway to enter the left base of the traffic pattern for runway 22L.

File Photo

During the investigation, the recorded voice channels from the Honolulu Air Traffic Control Facility and recorded radar data were obtained and reviewed by a National Transportation Safety Board investigator. While the airplane was en route to Honolulu, the pilot was in communication with Honolulu air traffic controllers and receiving flight following services.

At 1332, the approach controller directed the pilot to proceed to Koko Head, to which the pilot replied that he would like to receive a vector. The controller provided a vector of 290 degrees and at 1335, the pilot reported "no joy on Oahu." The controller directed the pilot to resume his own navigation to runway 22L via the Kona Arrival. At 1339, the pilot reported that he was abeam Koko Head and the controller replied that after passing KoKo Head the pilot could descend at his discretion. Several minutes later, at 1342, the pilot reported that he was "in the rain at golf course [and] proceeding to punchbowl."

At 1344, the pilot reported that he was at punchbowl at an altitude of 1,900 msl and proceeding inbound for landing on runway 22L. The controller responded by stating that the airplane was in actuality "heading toward the mountains, toward the other side of the island," and that he was going into Ana Hina. The pilot immediately requested for the controller to vector him "to intercept landing," which was the last transition he made. The controller instructed the pilot to make either a left or right turn southbound to a suggested heading of 180 degrees.

Recorded radar data covering the area of the accident was examined for the time frame, and a discreet secondary beacon code target was observed that matched the anticipated flight track of the airplane en route from Lanai to Honolulu.

A review of the data disclosed that at 1339, when the pilot reported that he was abeam Koko Head, the target at the corresponding time is located about 5 miles from the VORTAC to the east-southeast. Several minutes later, when the pilot reported he was at the golf course, the target was about 0.5 miles off the shoreline and about 2.5 miles east of the golf course. As the radar track reached land, the altitude stayed at 1,700 feet until reaching the rising terrain, where the last recorded altitudes were 1,800 feet. The majority of these radar returns were all spaced uniformly and followed a track of about 330 degrees true. The last radar return was recorded at 1344, and located about 0.5 miles southeast from the accident site.

The wreckage was located at an elevation of about 1,950 feet msl. The accident site was approximately 10 nautical miles east of the airport and about 4 miles east of the H-1 Freeway. The main wreckage, consisting of the fuselage, tail section, and wings, had come to rest about 30 feet below the peak of an east-west oriented ridge. The wreckage was in rugged terrain, on a slope of about 80 degrees that was comprised of rock outcroppings and thick vegetation.

A routine aviation weather report (METAR) for Honolulu was issued at 1353. It stated: skies 1,800 feet scattered, 2,400 feet broken; visibility 7 statute miles (sm) with light rain; temperature 23 degrees Celsius; dew point 21 degrees Celsius; altimeter 29.91 inches of mercury; visibility to the west 1.5 sm.

The wreckage was retained for further investigation.

FMI: www.ntsb.gov