CEN24FA340 · Piper Aircraft Inc PA 46-350P

After takeoff, the airplane climbed to flight level (FL) 210, and the instrument flight rules (IFR) flight proceeded routinely. The pilot was ultimately cleared for a visual approach to the intended destination airport by the air traffic controller. About one mile from the runway, while on final approach, the pilot informed the controller that he needed to execute a missed approach. The controller subsequently cancelled the approach clearance and instructed the pilot to turn right to a heading of 180° and climb to 3,000 ft mean sea level (msl). The airplane initially continued to descend toward the runway. Seventeen seconds later, the airplane began to climb. The airplane crossed over the runway approach threshold about 800 ft above ground level (agl). The airplane’s flight track drifted slightly north-northeast of the runway centerline, and once the pilot initiated the missed approach the airplane’s rate of climb varied between about 240 ft per minute (fpm) and 1,034 fpm. During the climb, the airplane’s calibrated airspeed decreased to about 81 kts as the airplane entered a gradual right turn. At that time, the airplane was about 0.60 miles southeast of the departure end of the runway. The controller subsequently instructed the pilot to fly a heading of 230° and maintain 3,000 ft msl. The pilot acknowledged the assigned heading but not the altitude. The controller attempted to confirm the altitude assignment but received no further communications from the pilot. The airplane’s calibrated airspeed decreased to about 71 kts. About that time, the climb transitioned to a descent. About 4 seconds later, the calibrated airspeed decreased to about 47 kts and the descent rate increased to about 5,000 fpm. The calibrated airspeed then increased to about 160 kts; however, the airplane remained in a descent until the final ADS-B data point. The accident site was located about 98 ft east-northeast from that data point. A witness located about 0.25 miles from the accident site observed the airplane come up above a tree line in a climb. Shortly afterward, the airplane stopped climbing “all of a sudden,” rolled to the right, and entered a descent. The engine was loud and sounded like it was “really revving.” The witness added that it seemed to be “wide open.” A second witness located about 0.125 miles from the accident site reported that the airplane engine “revved up,” decreased, and then “revved up” again, before it cut out. He did not hear the sound of the impact. The accident site was located in a corn field about 1 mile southeast of the departure end of the runway. A small section of the 8-ft-tall corn crop exhibited 45° downward cuts immediately adjacent to the impact crater. The airframe was fragmented and portions were consumed by a postimpact fire. All major airframe structural components were located at the accident site. Each flight control surface, including both wing flaps, either remained attached to the airframe or were separated and located within the debris path. The wing flap actuator was not found and the flap position at the time of the accident could not be determined. Based on the examination of the available wreckage, no evidence of an inflight structural failure or flight control anomaly was observed. According to the airplane manufacturer’s Pilot’s Operating Handbook, the airplane’s aerodynamic stall speeds with the wings level (0° angle of bank) were as follows: 60 kts calibrated airspeed (KCAS) with the landing gear and wing flaps extended, 64 KCAS with the wing flaps at 20° and landing gear down, and 71 KCAS with the wing flaps and landing gear retracted. Examination of the wreckage showed that both main landing gear struts were in the extended position (the position of the flaps could not be determined) so the aerodynamic stall speed was at least 60 KCAS. ADS-B data indicated that the airplane’s KCAS immediately before the accident was as low as 47 KCAS, well below the stall speed indicated by the manufacturer. Based on the available information, the pilot failed to maintain sufficient airspeed during the missed approach and ultimately allowed the airplane to enter an aerodynamic stall from which he was unable to recover before impacting the terrain.

Verbatim NTSB analysis and probable cause from the NTSB dataset