What happened
On July 5, 2009, a Cessna 400 (Columbia Aircraft Manufacturing LC41-550FG), registration N207JB, crashed in a wooded area near Huntington, West Virginia. The aircraft was performing an instrument flight rules (IFR) flight from Tri-State Airport (HTS) to Kalamazoo / Battle Creek International Airport (AZO).
At approximately 12:54, the aircraft departed HTS. The flight was conducted under instrument meteorological conditions (IMC) with an overcast ceiling of 800 feet. After takeoff, the pilot was instructed by the tower to turn right for a heading of 210 degrees. Radar data showed the aircraft climbing to 1,500 feet before initiating a right turn.
While communicating with the departure controller, the pilot reported being at 1,900 feet and climbing to 4,000 feet. The controller instructed the pilot to continue the right turn and maintain 5,000 feet. The pilot did not acknowledge these instructions. Radar tracking showed the aircraft climbing to 2,300 feet, then turning left and descending. Radar contact was lost when the aircraft descended below 2,200 feet.
The wreckage was located 3.5 miles south of the airport. The aircraft struck 50-foot trees before hitting the ground at the top of a ridge. At the time of impact, the aircraft was in a left-wing-low attitude with a 50-degree nose-down pitch. The crash resulted in 2 fatal injuries.
The investigation
Engine and propeller examinations revealed no mechanical abnormalities that would have prevented normal operation. The propeller showed damage consistent with impact while operating at high power. Analysis of audio transmissions from the radar and local control facilities showed the engine was operating at approximately 2,540 rpm and there were no audible cockpit warnings.
An examination of the Garmin 1000 avionics suite was attempted, but the units were too damaged to be powered up for fault code extraction. Flight control continuity was established, and all separations found in the wreckage were consistent with overstress during impact.
Findings
Investigators determined that the pilot was operating in IMC shortly after initiating the right-hand turn. The radar track, power settings, and the aircraft's attitude during impact were consistent with the pilot experiencing spatial disorientation.