History of Flight
On February 8, 2012, at approximately 1200 central standard time, a Varga Aircraft Corporation 2150A single-engine airplane, registration N8293J, impacted Lake Palestine while on approach to Aero Estates Airport (T25) in Frankston, Texas. The airplane sustained minor damage. The private rated pilot, the sole occupant, was fatally injured. The airplane was registered to and operated by a private individual under 14 Code of Federal Regulations Part 91 as a personal cross-country flight. Visual flight rules (VFR) conditions prevailed, and no VFR flight plan was filed. The flight originated from Cherokee County Airport (JSO) in Jacksonville, Texas.
The pilot had departed T25 earlier that day intending to refuel the airplane. Fuel records at JSO showed that at about 1045, the airplane was serviced with about 18 gallons of fuel and then departed northbound. When the pilot did not return home, an Alert Notice (ALNOT) was issued and a search began. The airplane was located on February 9th just off shore of Lake Palestine, in approximately 18 feet of water.
Personnel Information
The pilot held a private pilot certificate with ratings for airplane single-engine, multi-engine land, and instrument airplane. He also held a mechanic certificate with airframe and powerplant ratings. His third-class FAA medical certificate was issued on April 4, 2011. According to his logbook, he had approximately 5,575 total flight hours.
Aircraft Information
The accident airplane was a Varga 2150A, an all-metal, low-wing, tandem two-seat airplane with fixed tricycle landing gear. It was powered by a reciprocating Lycoming O-320 engine rated at 150 horsepower. The airplane was not equipped with a carburetor ice indicator.
Meteorological Information
At 1135, the automated weather station at JSO, about 16 miles southeast of the accident site, reported wind from 030 degrees at 6 knots, temperature 48°F, dew point 37°F, visibility 10 miles, clear sky, and altimeter 30.44 inches of mercury. At 1153, the automated station at Tyler Pounds Regional Airport, about 17 miles north, reported wind from 290 degrees at 5 knots, temperature 48°F, dew point 37°F, visibility 10 miles, overcast sky at 2,500 feet, and altimeter 30.46 inches. At 1135, the station at Palestine Municipal Airport, about 22 miles southwest, reported wind from 350 degrees at 5 knots, temperature 52°F, dew point 39°F, visibility 10 miles, clear sky, and altimeter 30.45 inches. The carburetor icing probability chart from FAA Special Airworthiness Information Bulletin No. CE-09-35 indicated that the airplane was operating in an area with serious risk of carburetor ice accumulation at cruise power settings.
Communications and Radar
Both JSO and T25 do not have operating control towers; pilots were advised to use CTAF for communication. The pilot was not in contact with air traffic control or radar services, and no distress call was reported.
Wreckage and Impact Information
After retrieval from the water, the airplane was examined on shore. The canopy was found locked in the open position, and the pilot's seat belts were unlatched. The fuel shut-off valves and ignition switch were in the OFF position, as were the battery and avionics switches. The throttle was full open, the mixture control set to full rich, and carburetor heat in the cold position. The airplane was moved to a salvage facility. To preserve the engine for later examination, both magnetos were removed, the oil was drained and replaced, the lower spark plugs were removed, and the carburetor bowl and gascolator were drained.
Medical and Pathological Information
An autopsy conducted by the Southwestern Institute of Forensic Sciences determined the cause of death as drowning, hypothermia, and minor blunt force injuries. Toxicological testing by the FAA Toxicology Accident Research Library was negative for tested drugs.
Test and Research
A follow-up examination of the wreckage was conducted at a salvage facility. The lower engine cowling had sustained damage, impacting the carburetor airbox. To perform an engine run, the airbox was removed, magnetos reinstalled, and the carburetor bowl drained of remaining water. A battery was installed, and fuel was connected to the left side fuel line. The engine started and operated on both left and right magnetos. After shutdown, fuel was switched to the right side lines, and the engine again started and operated on both magnetos. No pre-impact abnormalities were noted with the engine or airframe.