Flight History
On February 23, 2010, at 0020 eastern standard time, a Piper PA28-180, registration N7778W, operated by Douglas Aviation LLC, was substantially damaged when it collided with terrain while maneuvering for landing at Lebanon-Springfield Airport (6I2) in Lebanon, Kentucky. The commercial pilot was fatally injured. Instrument meteorological conditions prevailed, and an instrument flight rules flight plan was filed for the personal flight conducted under Title 14 Code of Federal Regulations Part 91. The flight departed Saint Claire County Airport (PLR) in Pell City, Alabama, about 2221 on February 22, 2010.
According to a statement by the airplane's owner, the purpose was to fly a passenger from 6I2 to Anniston Metropolitan Airport (ANB), Alabama. The passenger stated the flight to ANB was uneventful, landing about 2030. While waiting, the pilot researched nearby airports for fuel sales, as no fuel was available at ANB. The pilot decided on an airport "about 20 minutes away" and departed ANB about 2130. The passenger observed the departure and stated the engine "sounded good." A fuel receipt recovered at the accident site showed 24.5 gallons of 100LL gasoline purchased at Saint Claire County Airport at 2159.
Air traffic control data revealed the pilot obtained NOTAMS, a weather briefing, and filed a flight plan to 6I2 through DUATS. The airplane departed Saint Claire about 2221, climbing to 9,000 feet mean sea level.
At 2340, the pilot contacted Indianapolis Air Route Traffic Control Center, requesting the Automated Weather Observation Service frequency and the NDB RWY 11 approach at 6I2. The controller provided the frequency and advised that an "out of service" NOTAM was in effect for that approach. The pilot then requested a "GPS overlay" of the approach but was told no GPS overlay existed.
At 0007, the airplane was cleared to cross the initial approach fix, LEVFO waypoint, at 3,100 feet, and cleared for the GPS RWY 11 approach at 6I2. At 0010, radar contact was lost, and the pilot was instructed to report passing LEVFO. Between 0016 and 0018, the pilot reported crossing LEVFO at 3,100 feet, then reported light rime icing and an outside air temperature of -5 degrees Celsius. He subsequently reported passing ROCCO waypoint and then reported 6I2 in sight, cancelling his IFR clearance. No further transmissions were received.
Personnel Information
The pilot held a commercial pilot certificate with ratings for airplane single-engine and multiengine land, and a flight instructor certificate with ratings for single-engine and instrument airplane. His logbook was recovered but entries were inconsistent. His most recent FAA first-class medical certificate was issued June 6, 2008. Logbook annotations suggested 1,522 total flight hours as of May 4, 2009, with an estimated 232 hours in the accident make and model.
Aircraft Information
According to FAA records, the airplane was manufactured in 1964. Maintenance logbooks were not recovered; the airplane's maintenance history could not be determined. The tachometer read 3,884.8 total aircraft hours at the crash site. The owner stated maintenance, upkeep, and inspections were handled through Douglas Aviation, and that the aircraft was due for an annual inspection in November 2009. Receipts showed a right landing gear strut repair and oil change on February 19, 2010, at 3,875.6 aircraft hours. The mechanic noted the pilot did not provide logbooks and recovered the airplane without paying. The oil filter removed was stamped "November 11, 2008" and "3,765.0" aircraft hours.
Meteorological Information
At 0030, weather at 6I2 (elevation 865 feet) included an overcast ceiling at 800 feet, visibility 3 miles, temperature 3 degrees Celsius, dewpoint 2 degrees Celsius, altimeter 29.81 inches of mercury, and wind from 330 degrees at 6 knots.
Wreckage and Impact Information
The accident site was about one mile from the airport in a small wooded area between corn fields, at 829 feet elevation. The initial impact point was about 50 feet above ground in a tree, with 4 feet of the outboard right wing section found there. The wreckage path and main wreckage were oriented about 10 degrees magnetic. The main wreckage, consisting of fuselage, left wing, inboard right wing, and empennage, was about 100 feet beyond. The cockpit and cabin were destroyed; the instrument panel separated but was mostly intact. Flight control continuity was traced through cable breaks consistent with overload. Wing flap position could not be determined. Both wings exhibited crush damage and fuel tank ruptures. All fractures and separations were overload failures.
The engine showed significant impact damage to the oil sump and accessory section. Both magnetos were separated. The crankshaft was rotated, and continuity was established. Cylinder compression was confirmed. The fuel pump had separated; the diaphragm was intact and ports clear, containing about one teaspoon of fuel. The carburetor separated; its arms moved freely; the float bowl contained no fuel. Both magnetos produced spark. Spark plugs were clean with ashen color. The oil filter was impact damaged and could not be opened. Both propeller blades remained attached; one bent aft 6 inches outboard, the other bent forward 6 inches from the tip.
The airplane was equipped with a Garmin 430 GPS with a data card expiring February 16, 2005. Flight publications recovered were two St. Louis Sectional charts expiring December 17, 2009, and an Alabama/Georgia Terminal Procedures book expiring October 22, 2009.
Medical and Pathological Information
The Office of the Chief Medical Examiner, University of Louisville, performed an autopsy and reported the pilot died of "multiple injuries." Toxicological testing by the FAA revealed 112 mg/dL ethanol in blood and 118 mg/dL in vitreous. A 375-ml bourbon bottle with an estimated 100 ml was recovered from the pilot's jacket pocket. Law enforcement records showed at least two prior DUI arrests; one was reported by the pilot. His application for a first-class medical certificate on June 6, 2008, noted only "previously reported, no change" regarding alcohol-related convictions. FAA investigation found a 2000 application inadvertently prevented crosschecking with the National Driver Register. The pilot failed to report a 2007 Kentucky DUI conviction and falsified his 2008 application by not disclosing it. Federal regulations define substance dependence as a disqualifying condition, and the NTSB has previously noted deficiencies in FAA evaluation of such cases.
Probable Cause
No probable cause was stated in the source.