History of Flight
On November 23, 2011, about 2250 central standard time, a Diamond DA20-C1, N203MK, registered to North Star Aviation, collided with trees and terrain in a heavily wooded area in Bern, Wisconsin. The private pilot was fatally injured, and the airplane sustained substantial damage. The personal flight was conducted under 14 Code of Federal Regulations Part 91. Instrument meteorological conditions prevailed in the area at the time, and no flight plan was filed. The flight departed Mankato Regional Airport (MKT), Mankato, Minnesota, about 2130, with an intended destination of Merrill Municipal Airport (RRL), Merrill, Wisconsin.
The pilot worked as a line person at North Star Aviation at MKT. He worked on November 23 and was scheduled to finish his shift at 2100. According to witnesses, he planned to depart for RRL immediately after his shift. A co-worker stated that the pilot checked the weather for the flight prior to 1900. They looked at the weather together, and the co-worker reported it "did not look suitable for his trip." The pilot said he would "scud run it" if necessary. The co-worker noted the pilot was in a rush and wanted to take off as soon as possible after work.
The chief flight instructor at North Star Aviation stated he spoke with the pilot at 2039, and the pilot relayed that the weather looked good. Another pilot, who initially planned to fly part of the route with the accident pilot, said their plans changed when the accident pilot's work schedule shifted. He told the accident pilot that the weather would worsen later, but the accident pilot replied that the weather should be fine and if ceilings got too low, he would "scud run it."
No one witnessed the pilot taking off from MKT. According to the Marathon County Sheriff's Department, the pilot sent a text message to a family member around 2230 stating he would land at 2247. The airplane was reported missing on November 24, 2011. The pilot was not in contact with air traffic control during the flight. Radar data revealed returns matching the time and projected flight path from MKT to RRL. A target appeared at 7,400 feet about 26 miles from the accident site. The last radar return was at 2238 at 3,400 feet about 18 miles southwest of the accident site. The wreckage was located at 2048 in a wooded area about 22 miles west-southwest of RRL, 1.2 miles south of a direct path between MKT and RRL.
Personnel Information
The pilot held a private pilot certificate with airplane single-engine land, multi-engine land, and single-engine sea ratings. He was issued a first-class medical certificate on October 29, 2010, with the restriction that he must wear corrective lenses. His logbook contained flights from September 1, 2010, to November 23, 2011, indicating a total flight time of 175.5 hours, with 96.1 hours in Diamond DA20 airplanes. He was receiving instruction toward an instrument rating; his flight instructor stated they were working on instrument approaches. The pilot had logged 3.2 hours of actual instrument time, 32.1 hours of simulated instrument time, and 22.6 hours of night flight time.
Aircraft Information
The accident airplane was a Diamond DA20-C1, serial number C0403, registered to North Star Aviation. It was a two-place, low-wing, single-engine airplane with fixed landing gear, primarily constructed of composite materials. It was equipped with a 125 horsepower Continental Motors IO-240-B (17) engine, serial number 350506. Maintenance records indicate the last annual inspection was completed on October 10, 2011, at an airframe and engine total time of 2,994.1 hours and a hobbs time of 642 hours. The last 100-hour inspection was on November 16, 2011, at 3,092.0 hours and hobbs time of 773.8 hours. The airplane was last fueled on November 23, 2011, at 1750 with 8.7 gallons of 100LL aviation fuel. A flight log in the wreckage indicated the last flight prior to the accident was on November 22, 2011, with an ending hobbs time of 790.0 and tachometer time of 3,105.3 hours. The hobbs time at the accident was 791.5 and tachometer time was 3,106.8 hours.
Meteorological Information
The pilot used a weather computer at North Star Aviation earlier in the evening, but the specific data retrieved could not be determined. Recorded surface observations show conditions near the accident site: at RLL (22 miles east-northeast) at 2255, wind 240° at 8 knots, visibility 3 miles with mist, ceiling 500 feet overcast, temperature/dew point 2°C, altimeter 30.07 inHg. At AUW (27 miles southeast) at 2254, wind 230° at 6 knots, visibility 5 miles with mist, ceiling 700 feet overcast, temperature/dew point 3°C/1°C, altimeter 30.07 inHg. At CWA (31 miles southeast) at 2255, wind 230° at 7 knots, visibility 5 miles with mist, ceiling 600 feet overcast, temperature/dew point 2°C, altimeter 30.09 inHg. At EAU (68 miles west-southwest) at 2156, wind 180° at 5 knots, visibility 5 miles with mist, clear skies. At MKT at 2135, wind 190° at 8 knots, visibility 5 miles, clear skies. An AIRMET Sierra, issued at 1836, called for instrument meteorological conditions with ceilings below 1,000 feet and visibilities below 3 miles with mist and fog, encompassing the accident location. Radiosonde data from GRB at 1800 indicated cloud tops around 2,300 feet.
Wreckage and Impact Information
The airplane impacted a heavily wooded area with trees exceeding 60 feet tall, traveling about 350 feet through trees on a magnetic heading of 84 degrees before coming to rest. Broken trees along the wreckage path indicated a descent angle of about 30 degrees. The first impact mark was with a tree at 40 feet above ground. A section of the right wing flap and pieces of the canopy were found near the initial tree strike. A piece of a wooden propeller blade was found about 50 feet from the initial strike, and sections of the elevator about 75 feet from it. The majority of the right wing and a section of the rudder were within the first 150 feet. The first ground scar was about 175 feet from the initial tree impact. Sections of the fuselage, cockpit, engine cowl, and propeller were near the initial ground scar. The engine was separated from the fuselage, about 50 feet from the main wreckage. The propeller spinner and nose gear were near the engine. The main fuselage was on its right side with the left wing nearby. Both main landing gears remained attached. The canopy was completely separated. The fuselage separated just aft of the wing attach point. The empennage separated 3 feet forward of the vertical stabilizer. The fuel tank was compromised and empty. The propeller hub was separate from the engine at the crankshaft with pieces of wooden blades attached. The empennage was in numerous pieces; the rudder partially separated, the right horizontal stabilizer separated, and the left horizontal stabilizer fractured. Continuity was established for flight controls but broken at separation points. The power lever was in the idle position, mixture control full rich, and alternate air lever closed.
Engine examination revealed no anomalies that would have prevented normal operation. The crankshaft propeller flange was fractured. Cylinders remained attached, and all spark plugs exhibited normal operating signatures. The fuel system showed no obstructions or anomalies. The vacuum pump sustained impact damage.
Medical and Pathological Information
An autopsy attributed the pilot's death to injuries sustained in the accident. Toxicology testing by the FAA Civil Aerospace Medical Institute was negative for all substances tested.