History of Flight
On March 8, 2009, about 0845 eastern daylight time, a Cessna 182P, registration N1913M, was destroyed when it impacted a lake in Carrollton, Georgia. The certificated private pilot and two passengers were killed. Instrument meteorological conditions prevailed, and no flight plan had been filed for the flight that departed Cobb County Airport (RYY), Kennesaw, Georgia, about 0805, destined for Clayton County Airport (4A7), Hampton, Georgia. The personal flight was conducted under 14 CFR Part 91.
The airplane was based at RYY. The pilot, his wife, and another passenger were en route to 4A7 and planned to attend a NASCAR event at the Atlanta Motor Speedway.
A witness near the accident site reported hearing a "whining high speed sound" followed by a "thud." She observed water splashing up from the lake, followed by silence.
The airplane crashed into a private lake and was located at a depth of approximately 16 feet. It was recovered on March 8 and 9, 2009.
Personnel Information
The pilot, age 51, held a private pilot certificate for airplane single-engine land, issued on February 25, 2008. He did not possess an instrument rating.
According to the pilot's logbook, at the time of the accident, he had accumulated about 168 hours of total flight experience, including about 130 hours in the same make and model, 70 hours as pilot-in-command, 3.2 hours logged as simulated instrument, and 0 hours logged in actual instrument meteorological conditions.
He reported 114 hours of total flight experience on his most recent application for an FAA third-class medical certificate, issued on February 1, 2008.
Aircraft Information
The four-seat, high-wing, fixed-gear airplane, serial number 18264478, was manufactured in 1975. It was powered by a Teledyne Continental Motors O-470-S series, 230-horsepower engine, equipped with a McCauley propeller.
Review of maintenance records revealed that the airplane had been operated for about 65 hours since its most recent annual inspection, performed on July 18, 2008. The most recent pitot-static system test was conducted on May 24, 2006.
Meteorological Information
A weather observation taken at RYY, located about 45 miles northeast of the accident site, at 0847, reported calm winds; visibility 7 statute miles; sky overcast at 1,200 feet; temperature 9°C, dew point 8°C; altimeter 30.21 inches of mercury.
A weather observation taken at Newnan-Coweta County Airport (CCO), about 26 miles southeast of the accident site, at 0840, reported calm winds; visibility 5 statute miles; sky overcast at 500 feet; temperature 9°C, dew point 11°C; altimeter 30.20 inches of mercury.
At CCO at 0900, wind was from 280° at 4 knots; visibility 1/4 statute mile; sky overcast at 300 feet; temperature 11°C, dew point 11°C; altimeter 30.21 inches of mercury.
A witness near the accident site described the weather as "low cloud cover" with fog drifting across the lake surface, and "misty overcast." Another witness stated conditions were "very foggy."
According to an FAA inspector and a Lockheed Martin flight services representative, there was no record of the pilot obtaining a weather briefing through flight service or DUATS.
Wreckage and Impact Information
The recovered wreckage was taken to a facility in Griffin, Georgia, for examination on March 10, 2009.
The airplane was heavily fragmented. The main wreckage consisted of the empennage, distorted and including about 22 inches of the main cabin floor forward of the rear door post. Both wing spars were fragmented, and wing skin fragments from both leading edges displayed aft crushing damage to the main spar. The cabin and cockpit areas were destroyed. Both wing struts were separated at their attach points and not located.
All flight control surfaces were accounted for. Rudder and elevator continuity was confirmed from control surfaces to the forward cockpit area. Due to impact damage, aileron continuity was only confirmed at their bellcranks. Measurement of the flap actuator jackscrew corresponded to a flap retracted position.
The propeller remained attached to the engine, which was separated from its mounts. Propeller blades were beyond their low-pitch stops and bent aft. One blade contained "s" bending, and the second blade had a leading edge gouge about mid-span.
All engine accessories were separated except for the right magneto, propeller governor, and vacuum pump. The carburetor was not located. All spark plugs were removed; their electrodes were intact with gray deposits. The engine was rotated via the propeller flange; valve train continuity was confirmed, and thumb compression was attained on all cylinders except No. 5, which sustained impact damage. A lighted borescope examination revealed no preimpact malfunctions. The No. 5 cylinder intake valve was displaced. Both magnetos showed impact damage; the right magneto sparked at all terminals, while the left did not produce a spark. Disassembly revealed water contamination but no preimpact failures. Examination of the oil filter element showed no metal contamination.
The vacuum pump drive coupling was intact and could not be rotated by hand. Internal examination revealed intact vanes and a cracked rotor block, consistent with impact damage. After removal of interior components, the drive shaft rotated freely.
Medical and Pathological Information
An autopsy performed on the pilot on March 10, 2009, by the Georgia Bureau of Investigation indicated the cause of death as "multiple generalized blunt force injuries."
Toxicological testing by the FAA Bioaeronautical Science Research Laboratory was negative for drugs and alcohol.
Additional Information
FAA advisory circular 60-4A stated that the attitude of an aircraft is generally determined by reference to the natural horizon or other visual references. Without such references, attitude must be determined by flight instruments. During low visibility, supporting senses may conflict, leading to spatial disorientation. The degree of disorientation varies among pilots, meaning the inability to determine which way is up.