History of Flight
On December 10, 2012, at approximately 1950 eastern standard time, a Diamond Aircraft Industries DA 40, registration N840DS, was substantially damaged when it impacted trees and terrain after a loss of control during climb after departure from Valdosta Regional Airport (VLD), Valdosta, Georgia. The certificated private pilot was fatally injured. Instrument meteorological conditions (IMC) prevailed, and no flight plan was filed for the Title 14 Code of Federal Regulations Part 91 business flight destined for Jesup-Wayne County Airport (JES), Jesup, Georgia.
According to the VLD Air Traffic Control Tower (ATCT) supervisor, at approximately 1935, the pilot radioed VLD ATCT and advised that he was ready to taxi for departure. The pilot was issued current weather and taxi instructions. He then advised that he would be departing to the east to JES. At 1939, the pilot advised he was ready for departure and was cleared for takeoff. At 1942, the pilot was advised to squawk beacon code 1200 and that he could receive visual flight rules (VFR) advisory service with Moody Air Force Base Radar Approach Control (RAPCON) on frequency 126.6. The pilot then advised he was changing to that frequency.
After contacting RAPCON, the pilot was advised to squawk beacon code 5576, but at 1950, before radar identification, the pilot radioed "I'm in trouble." Moments later, both radar and radio contact were lost. At 1953, downed airplane procedures were initiated.
Personnel Information
The pilot held a private pilot certificate with a rating for airplane single-engine land. His most recent FAA third-class medical certificate was issued on October 15, 2012. He had accrued approximately 208 total hours of flight experience, 123 hours of which were in the DA 40. Of his total hours, he had approximately 3 hours of night time and about 7 hours of simulated instrument time. He did not possess an instrument rating, and no record of actual instrument time was discovered.
Aircraft Information
The accident airplane was a low wing, T-tailed, single engine monoplane manufactured primarily of fiberglass reinforced plastic (FRP). It was powered by a 180 horsepower, air-cooled, four-cylinder, horizontally-opposed, fuel injected, direct-drive engine driving a 3-bladed constant speed propeller. The airplane was capable of flying in IMC and was equipped with an electronic flight information system (EFIS) with a Primary Flight Display (PFD), Multi-Function Display (MFD), audio panel, Air Data Computer, Attitude and Heading Reference System, engine sensors, a processing unit, and integrated avionics. Standby analog instruments (attitude indicator, airspeed indicator, altimeter, magnetic compass) were mounted above the PFD and MFD. The airplane was manufactured in 2007, and its most recent annual inspection was completed on April 27, 2012, at which time it had accrued 203.1 total hours of operation.
Meteorological Information
The National Weather Service Surface Analysis Chart for 1900 depicted a deep low pressure system with an occluded front impacting the northeastern United States and a cold front extending southward across northwestern Georgia and eastern Alabama into the Florida Panhandle and Gulf of Mexico. The NWS Tallahassee 1900 sounding indicated a moist low-level environment with the lifted condensation level at 967 feet above ground level, relative humidity greater than 80 percent from the surface to 5,000 feet, and a low-level temperature inversion. The freezing level was at 14,240 feet. Surface winds were from the south at 5 knots, veering to the west above the surface and increasing.
The NWS regional radar mosaic for 1945 depicted scattered rain showers over Georgia and northern Florida. Moody Air Force Base WSR-88D radar at 1947 showed no meteorological echoes within 50 miles. Geostationary Operational Environmental Satellite (GOES-13) infrared image at 1945 depicted low stratus clouds over Valdosta with cloud tops near 4,000 feet. Recorded weather at VLD at 1953 included wind variable at 4 knots, visibility 10 miles, broken clouds at 1,400 feet, temperature 22°C, dew point 19°C, altimeter 29.84 inches of mercury. The NWS Weather Depiction Chart for 2000 depicted Marginal VFR conditions over the Valdosta area. Conditions at the destination (JES) indicated light southerly wind, unrestricted visibility, and high scattered clouds. The NWS had issued an AIRMET Sierra update at 1545 warning of ceilings below 1,000 feet and visibilities less than 3 miles in mist and fog developing after 1900 through 2100, continuing through 0400 on December 11, across northern and southern Georgia. Sunset occurred at Valdosta at 1732, with civil twilight ending at 1759; at the time of the accident, both the Sun and Moon were more than 15 degrees below the horizon.
Wreckage and Impact
The wreckage was discovered on December 11, 2012, at 1115 by a Georgia State Patrol helicopter in a heavily wooded area, approximately 7 miles from VLD. The airplane initially contacted an approximately 56-foot-high pine tree before striking two smaller trees and then the ground about 50 feet further on. The impact angle was measured at about 45 degrees nose down. The airplane came to rest on a 107-degree magnetic heading at an elevation of about 200 feet msl. All major components were present, and control continuity was established for all primary flight controls and wing flaps. Continuity for the elevator trim system could not be confirmed; the Bowden cable was disconnected from the trim control wheel in the cockpit. The cable had pulled out of a swaged rod end, which displayed a crack with brown discoloration on the fracture surfaces.
Examination of the propeller and engine revealed no evidence of preimpact failures or malfunctions. The engine was separated from the airframe. The propeller was separated from the engine; one blade was broken off flush with the cuff, and the other two were broken and splintered about 7 inches outboard of their cuffs. The crankshaft exhibited a radial fracture with a 45-degree shear lip indicative of rotation during impact. Drive train continuity was established. Fuel injector servo was impact-separated; fuel with odor consistent with aviation gasoline was noted. No obstructions were found in nozzles. Oil was observed in the engine; no debris was noted in oil suction screen or propeller governor screen.
Additional Information
The source includes details on spatial disorientation from advisory circulars and handbooks, noting that night flying demands more attention and that vestibular senses can produce false sensations. The pilot had received a weather briefing prior to departure that included AIRMET Sierra and current conditions (scattered clouds at 1,600 feet, broken at 2,200 and 4,300 feet). Correlated radar data showed the airplane climbing steadily to about 2,100 feet msl, then descending and turning right. The last radar contact at 19:46:32.507 indicated the airplane at 1,400 feet msl with an average descent rate of approximately 3,420 feet per minute, about 359 yards from the initial impact point. The elevator trim system included a mechanically operated trim tab connected via Bowden cable; the cable had pulled out of a swaged end fitting.
Medical and Pathological Information
An autopsy performed by the Georgia Bureau of Investigation determined the cause of death as multiple blunt force trauma. Toxicological testing was negative for carbon monoxide, cyanide, and drugs, except for ethanol detected in muscle from a source other than ingestion, and Atorvastatin, which the pilot had reported to his FAA airman medical examiner.