History of Flight
On September 19, 2009, at approximately 1106 eastern daylight time, a Cessna 172, registration N5845A, was substantially damaged after impacting the water of Lake Russell near Lowndesville, South Carolina. The certificated private pilot and a passenger were killed. The flight departed from a private airstrip near Maryville, Tennessee, bound for Athens/Ben Epps Airport (AHN), Athens, Georgia, under Part 91 personal operations. Instrument meteorological conditions prevailed and no flight plan was filed. Handwritten documentation found in the wreckage indicated departure around 0926 and a fuel tank switch at 1056, though the selected tank was not noted.
Witness Observations
Two witnesses on a boat near the lake edge reported hearing the airplane overhead several times, with the engine making intermittent "pop pop" sounds followed by application of engine power. They observed the airplane descending out of a very low overcast cloud layer, estimated at 100–200 feet above treetops (about 300 feet agl), in a 70- to 90-degree nose-down attitude with wings level, heading directly toward them. The airplane veered away and impacted the water about 75 feet from their boat. One witness noted the right aileron up, left aileron down, rudder deflected right, and elevator trailing edge up. Rain had occurred just prior to the accident.
Weather Information
Weather recorded at 0953 at McGhee Tyson Airport (TYS), Knoxville, Tennessee, about 8 miles northwest of the departure airstrip, reported wind from 060° at 4 knots, 3 statute miles visibility in mist, overcast ceiling at 300 feet, temperature 21°C, dew point 19°C, and altimeter 30.14 inHg. In the preceding and subsequent hours, ceilings varied between 200 and 600 feet agl and visibility between 1/4 and 3 statute miles. At 1056, Anderson Regional Airport (AND), 20 miles north of the accident site, reported wind from 120° at 3 knots, overcast at 700 feet agl with variable ceiling between 300 and 1,000 feet, temperature 23°C, dew point 21°C, and altimeter 30.16 inHg. In the prior two hours, ceilings ranged from 200 to 1,200 feet agl. About 45 minutes after the accident, scattered clouds at 900 feet, broken at 1,700 feet, and overcast at 2,400 feet were observed.
Aircraft and Wreckage Examination
The airplane came to rest in about 4 feet of water near the shore, nose down with the tail bent forward. A fuel sheen was observed, estimated at a few to 30 gallons. The airspeed indicator indicated 150 mph. Post-recovery examination revealed the cockpit, cabin, and empennage crushed; control cables were continuous from ailerons to wing roots and from rudder and elevators to the aft bulkhead, with some cut during recovery. The flap actuator indicated retracted flaps. The nose gear was fractured at the attach point; main landing gears remained attached. The attitude indicator and turn-and-slip indicator showed scoring marks on rotor housings. The engine exhibited impact damage: the two-blade propeller remained attached; one blade bent 30° and the other 80° toward the non-cambered side, both with scarring and S-bending at tips. Crankcase cracks were present. The crankshaft rotated, cylinders contained mud and corrosion, valves undamaged. The oil screen had carbon and metal flakes; magnetos showed impact damage and internal moisture; the carburetor was separated, contained mud and water, fuel screen clean but dry. Two outdated sectional charts were found.
Pilot Information
The pilot held a private pilot certificate for single-engine land aircraft without an instrument rating. His most recent third-class medical certificate was issued January 10, 1992, at which time he reported 600 total flight hours. His logbook was not located.
Medical and Pathological Information
A postmortem examination conducted by the Abbeville County Coroner's Office on September 21, 2009, listed the cause of death as massive blunt force trauma consistent with an airplane accident. Toxicological testing was negative for carbon monoxide, cyanide, ethanol, and drugs.
Additional Information
No radar data or communications with air traffic control were recorded, and no record of a weather briefing was found. The FAA Airplane Flying Handbook and Instrument Flying Handbook discuss spatial disorientation and somatogravic illusions that can occur when visual reference is lost.