History of Flight
On November 18, 2012, about 1855 eastern standard time, a Cessna 172K, N78304, was substantially damaged following a loss of aircraft control and collision with terrain during approach to Savannah/Hilton Head International Airport (SAV), Savannah, Georgia. The private pilot was fatally injured. The airplane was registered to a private individual and operated by the pilot under 14 CFR Part 91 as a personal flight. Night, instrument meteorological conditions prevailed, and an instrument flight rules (IFR) flight plan was filed. The flight originated at Causey Airport (2A5), Liberty, North Carolina, about 1642.
Prior to the flight, the pilot filed an IFR flight plan and obtained a weather briefing through DUATS. The flight departed 2A5 and the pilot checked in with Greensboro South Radar controller at 1643. At 1646, the pilot was issued an IFR clearance to SAV. About 1718, the Florence, South Carolina approach controller issued a heading of 180 degrees after noticing the pilot executing a turn of about 90 degrees. The pilot later stated that the turn was due to weather conditions.
About 1827, the pilot contacted the Savannah approach controller at 4,000 feet msl and was told to expect the ILS approach to runway 1. From 1833 to 1851, the pilot was issued seven vectors: 180, 200, 210, 230, 250, 260, and 270 degrees. At 1852, the controller informed the pilot that he was four miles from MIZLU, issued a right turn to heading 340, instructed to maintain 2,000 feet until established on the localizer, and cleared for the ILS runway 1 approach. The pilot acknowledged.
Recorded radar data showed that after being cleared, the airplane continued on a southwesterly heading for about 90 seconds, then a right turn to an easterly heading was observed. At 1853, the controller directed a left turn to heading 320, stated the pilot was five miles from MIZLU intersection, and re-cleared the ILS approach. The controller advised that the wind appeared to be pushing the aircraft off course. The pilot acknowledged.
Radar data indicated the pilot completed a left turn to the west, roughly perpendicular to the localizer course. After crossing the localizer, the airplane was observed in a right turn of about 270 degrees to a southerly heading, then continued the right turn back toward the localizer. At 1855:15, the controller directed the pilot to maintain 2,000 feet until established on the localizer and asked to "say your altitude." The last radar return with altitude readout was at 1855:11 (1,600 feet). At 1855:26, the last transmission from the pilot was: "three zero four we’re trying to recover." The last radar return was at 1855:30.
The wreckage was located about 0005 on November 19, 2012, about 1/4 nautical mile west-southwest of the last radar return. No known witnesses to the accident.
Personnel Information
The private pilot held airplane single engine land and instrument airplane ratings. He was issued a temporary airman certificate for an instrument airplane rating on May 27, 2012. On his additional rating application, he reported total flying experience of 188.5 hours, including 111.4 hours as PIC, 65.8 hours cross country, 42.6 hours instrument, and 20.5 hours night PIC time.
The pilot's personal logbooks were not recovered. A friend and flight instructor reported that the accident pilot had logged about 234 hours total time about a week prior, all but about 5 hours in Cessna 172 airplanes. The pilot used an iPad to fly approaches and a Garmin 155XL GPS. The instructor and pilot accomplished most training at night, and the pilot was comfortable flying at night.
Aircraft Information
The airplane was a single-engine, high-wing, fixed tricycle gear Cessna 172K, serial number 17257561, powered by a Lycoming O-320-E2D engine rated at 150 horsepower.
A review of maintenance records indicated an annual inspection on June 29, 2012, at 8,340.04 hours total time. The most recent logbook entry was on November 14, 2012, at 8,373.12 hours total time (transponder inspection).
Meteorological Information
The 1853 surface weather observation for SAV included scattered clouds at 600 feet, broken clouds at 1,300 feet, overcast at 2,000 feet, wind from 350 degrees at 11 knots, visibility 3 miles with light rain and mist, temperature 12°C, dew point 11°C, and altimeter 30.24 inches of mercury. Sunset occurred about 1723, evening civil twilight ended about 1749. The moon was a waxing crescent with 28% illumination.
Wreckage and Impact Information
The wreckage was found in a salt marsh about 12 miles south of SAV. The airframe was fragmented, several sections submerged in mud and salt water. No fire indications. Wreckage was recovered on November 19 and 20, transported to a storage facility for examination. Accident site conditions prevented on-scene examination.
On December 3 and 10, 2012, the wreckage was examined at a storage facility in Griffin, Georgia. All primary flight control surfaces were accounted for. The right wing fragmented; left wing generally intact with leading edge crushing aft. Aileron control cable connections damaged by impact; cables attached to bell cranks. Wing flap actuator in retracted (flaps up) position.
The empennage generally intact aft of baggage compartment. Cockpit and cabin fragmented. Instrument panel crushed and separated from fuselage. No scoring on vacuum or electric gyro rotors or housings. Airspeed indicator needle at 188 knots. No engine instruments observed.
The right horizontal stabilizer separated from right elevator during ground impact. Left horizontal stabilizer and left elevator remained attached, separated from empennage. Vertical stabilizer separated. Rudder separated and fragmented. Rudder and elevator control cables attached at surfaces and cockpit controls; separations showed tension overload or were cut by recovery personnel. Elevator trim actuator found at 10-degree tab up position.
Fuel strainer bowl separated from fuel strainer; screen clogged with mud similar to accident site mud. Fuel tank selector valve disassembled and found in "both tanks" position.
The ELT was generally intact with power switch in OFF position. ELT model EBC-102A had a decal showing battery replacement date May 2011; logbook entry confirmed battery replaced during annual inspection on May 20, 2011.
Propeller assembly remained attached to crankshaft flange; both blades exhibited aft bending and twisting. Tip of one blade missing, but witness mark on number three cylinder rocker cover mated with fractured blade end.
Engine was attached to a hoist for examination. Carburetor broken free from oil sump, not recovered. Puncture hole in oil sump containing mud. Vacuum pump disassembled; pump drive coupling and internal vanes intact. Spark plugs not impacted with mud displayed normal combustion color and wear. Engine manually rotated; suction and compression observed on all cylinders. Valve rocker arms moved normally. Accessory gears rotated. Cylinders examined with bore scope; no defects. Oil filter opened; element free of particulates. Nothing observed that would have precluded engine from making rated power prior to impact.
Medical and Pathological Information
A postmortem examination was performed on November 20, 2012, at the Georgia Bureau of Investigation Coastal Regional Medical Examiner’s Office. The autopsy report noted cause of death as "Blunt force injury" and manner as "Accident."
Forensic toxicology testing by the FAA CAMI laboratory was negative for ethanol and drugs. Testing for carbon monoxide and cyanide was not performed.
Additional Information
At about 1910, the Savannah Tower air traffic manager received a call at home from the supervisor on duty, informed that the facility may have lost an aircraft and Savannah Police had been notified. The ATM instructed the supervisor to contact Bryan County Sheriff's Office and Chatham County Sheriff's Office if not already done. The supervisor said she would call Bryan County as the aircraft was on final to runway 1 and could be close to the county line.
When the ATM arrived, search and rescue operations were underway. He reviewed radar replay and looked at coordinates of the last known position. Three helicopters were searching: two from Chatham County Sheriff and one from US Coast Guard. The ATM continued reviewing replay and voice recordings for new information. Chatham and Bryan Counties called for updates. The ATM explained areas of concern near Coffee Bluff marina, possibly near Keller in Bryan County, and near Highway 204 and Highway 17 near the river.