During a dark night cross-country flight, the instrument-rated pilot was approaching the intended airport for landing when the Piper PA32R-300 collided with the blades of a wind turbine tower near Highmore, S.D., killing all four aboard.
The weather had started to deteriorate and precipitation echoes were observed on radar. Witnesses in the area described low clouds, windy conditions, and precipitation. In addition, weather briefing records and statements made to a witness indicate that the pilot was aware of the current and forecast weather conditions for the route of flight.
Investigators were unable to determine why the airplane was operating at a low altitude, however, the pilot was likely attempting to remain clear of the clouds even though both the pilot and the airplane were capable of flying in instrument meteorological conditions.
The investigation revealed that the wind turbine farm was not marked on either sectional chart covering the accident location, however, the pilot was familiar with the area and with the wind turbine farm.
Investigators were not able to determine what the pilot was using for navigation just before the accident. The light on the wind turbine tower that was struck was not operational at the time of the accident, and the outage was not documented in a notice to airmen.
The wind turbine that was struck was the fifth tower in a string of towers oriented east to west, then the string continued south and southwest with an additional 13 towers. If the pilot observed the lights from the surrounding wind turbines, it is possible that he perceived a break in the light string between the wind turbines as an obstacle-free zone.
The NTSB determined the probable cause as the pilot’s decision to continue the flight into known deteriorating weather conditions at a low altitude and his subsequent failure to remain clear of an unlit wind turbine. Contributing to the accident was the inoperative obstruction light on the wind turbine, which prevented the pilot from visually identifying the wind turbine.
NTSB Identification: CEN14FA224
This April 2014 accident report is provided by the National Transportation Safety Board. Published as an educational tool, it is intended to help pilots learn from the misfortunes of others.
Ok, so I guess scud running at night isn’t the pilot’s fault? The damn tower was 213 feet tall. He was IFR certified and so was the plane, yet he was buzzing along like the ag pilot that he was, at night, in poor weather. Should the tower have had a light on it? Yep. Should this guy have been several thousand feet above it? Yep.
Well said, Mike. Small planes are not airliners. Not saying a good, current IFR pilot could not have made the approach and landing safely. But this fellow did what he knew best, and it caught up to him on that night. I am a lot older and wiser now; I was once one of those 30-something pilots (and likewise passenger with my crazy cousins) and it is a wonder we lived thru our DAYTIME flights into bad weather. Single pilot, night IFR with wind, rain, loaded plane… what could go wrong? PLENTY.
If one flys for many, many years, eventually mistakes are made. Most mistakes aren’t fatal. Some are. Let the first pilot who hasn’t made a mistake throw the first stone.
Classic FAA. Pilot was flying at night. So what? Pilot was flying in possible precip, ok, so long as VFR minimums were maintained, so what? Pilot was flying in windy conditions, again, so what? Pilot failed to notice an unlit obstruction that could well have been interpreted as a gap between the turbines, so wh… woo, hold on…. The obstruction was unlit! Since when is that the pilots fault? Even if I lived in the area, I really, really doubt I remember the orientation of each and every turbine.
I am truly sorry that this accident happened, but I believe 100% of the blame likes with the operator of the unlit turbine. There was an unlit obstruction in the flight path, at night. Period.
In my opinion, a greater blame would be levelled against the turbine tower owner/operator for not maintaining and or notifying about the inoperable light indicator. Regardless of the pilot’s familiarity with the area in daytime, confusion can be high at nightime. It can be difficult to stay clear of an unlit and unrecorded obstacle. Lucky there weren’t other aircraft that night in that area.
agree. Maybe 50.001% liability for the owner/operator/landowner where the wind farm was located, but still VERY close to half the responsibility and liability remains with the PIC who chose to operate in a careless and reckless manner. Damages to be determined by a jury of his peers… This is similar to other accidents where pilots have flown into lines of wind turbines. The negligence of the wind turbine operators, and any delays by the National Aeronautical Charting Office to publish up-to-the-minute charts and corrections doesn’t absolve the pilot, however. He had no damned business flying a PA32R-300 high performance (fast!) aircraft that low at night in poor vis conditions. He was low enough for wires, tethered balloons, MET towers, or any number of likely obstacles to snag him… with the same fatal consequences. He was low enough that a horned owl through the windshield was a distinct possibility.
Flying into an uncharted, unlit tower during night flight is a poor pilot decision?
Unfortunate accident caused by get-home-it is… four young guys in the prime of life. I hate reading these; the Kathryn report has a full write up on this accident. How about we spend the night in a motel, and get there a day late but ALIVE…. SAD.