History of Flight
On July 17, 2009, about 0910 eastern standard time, a Cessna R182, registration N778RK, operated by Houston Air Inc., was destroyed when it struck trees and mountainous terrain near Hayesville, North Carolina. The certificated airline transport pilot, who was also the owner of the operating company, was fatally injured. Instrument meteorological conditions prevailed, and no flight plan was filed. The flight departed Mountain Airpark (0GE5), Cleveland, Georgia about 0850 and was destined for Andrews-Murphy Airport (RHP), Andrews, North Carolina. The purpose was to reposition the airplane to the primary operations base for scheduled maintenance.
Radar data from the Federal Aviation Administration (FAA) showed the airplane, squawking visual flight rules code 1200, tracked northbound from 0GE5. At about 0858, it turned left toward RHP, gradually descending from 5,600 to 4,700 feet. The last radar return was observed about 27 nautical miles southeast of RHP.
When the aircraft did not arrive as planned, a search was initiated. On July 19, 2009, at 1130, the wreckage was located near the peak of Shinbone Ridge in the Fires Creek Wildlife Management Area, about 6 nautical miles east of RHP, at an elevation of 4,667 feet.
Personnel Information
According to FAA records, the pilot held an airline transport pilot certificate with numerous ratings, including airplane single-engine land, and a flight instructor certificate with ratings including airplane single-engine and instrument airplane. He had accumulated 20,000 total flight hours. His most recent FAA second-class medical certificate was issued on February 19, 2009.
Aircraft Information
Maintenance records showed the airplane's most recent annual inspection was completed on February 23, 2009, at 4,807 total operating hours. The altimeter system check was performed on October 22, 2008. The operator reported that the airplane was being returned for a propeller governor overhaul due on July 31.
Meteorological Information
The Area Forecast for the route called for scattered clouds at 2,000 feet and broken high cirrus at 18,000 feet, with isolated thunderstorms and rain showers with cloud tops to 42,000 feet. An AIRMET issued at 0719 predicted mountain obscuration due to low clouds, precipitation, and mist, expected to continue beyond 1100 and end by 1400.
Visible satellite imagery from 0902 to 0932 showed clear skies over 0GE5 and scattered to broken low clouds over the Georgia border into western North Carolina, extending over the accident site.
Automated surface observations at RHP indicated instrument meteorological conditions (IMC) before 0700 due to low ceilings and mist, gradually improving. At 0924, conditions included 10 miles visibility, calm winds, a broken ceiling at 3,500 feet, temperature 23°C, dewpoint 21°C, and altimeter 29.96 inches of mercury.
No evidence was found that the pilot obtained a weather briefing from Flight Service Station or Direct Users Access Terminal prior to the flight.
Airport Information
Andrews-Murphy Airport (RHP) is situated about 6 nautical miles west of the accident site, on the opposite side of Shinbone Ridge, at an elevation of 1,697 feet. The runway (08/26) is served by a single area navigation/global positioning system instrument approach to runway 08, with a minimum descent altitude of 4,020 feet mean sea level (2,329 feet above ground level).
Wreckage and Impact Information
The accident site was at 4,667 feet elevation, about 6 nautical miles east of RHP. Initial impact was with trees; treetops were cut off at an angle parallel to the horizon. The wreckage path was about 50 feet from the first tree strikes to the main wreckage. Significant portions were consumed by post-impact fire.
The outboard 4 feet of the left wing was lodged in a tree near the first strikes. The inboard portion was at the base of a tree, with a concave depression consistent with striking the tree. The fuselage was 10 feet beyond and to the right. The right wing remained attached and wrapped around an 8-inch-diameter tree. The fuselage was heavily fire-damaged aft of the firewall.
The empennage separated and came to rest about 5 feet before the fuselage, with fire damage. The elevator trim actuator jack-screw indicated a 12-degree tab up (nose down) position.
Control cable continuity was traced through overload separations. The flap actuator indicated an up position. The nose landing gear was retracted; main landing gear remained attached with minimal impact damage.
Most cockpit instruments were burned beyond recognition except the altimeter, which showed the thousand-foot needle at roughly 4,700 feet and the ten-thousand-foot needle at about 25,000 feet. The altimeter setting window read about 29.98. The vacuum pump rotated freely.
The engine was largely intact and undamaged by fire. The crankcase near cylinder 2 was fractured due to impact. Crankshaft, valvetrain, and compression continuity were confirmed. Spark plugs had light gray deposits. The left magneto produced spark; the right magneto was damaged. Oil screen and filter were clean.
The fuel sump contained trace fuel and debris. The fuel pump and electric boost pump screens had trace debris. The carburetor float bowl held a small amount of fuel and trace debris.
The propeller separated at the flange. Both blades exhibited aft bending at about one-quarter span and forward bending near the outboard quarter. One blade tip was curled aft; the opposite blade had slight leading edge gouging.
Medical and Pathological Information
An autopsy by the North Carolina Office of the Chief Medical Examiner determined the cause of death as blunt force injuries. Toxicological testing by the FAA's Bioaeronautical Sciences Research Laboratory detected no carbon monoxide, cyanide, ethanol, or drugs.