History of Flight
On August 29, 2013, at about 1945 eastern daylight time, a Piper PA-28-161, registration N9089N, was destroyed when it impacted an ILS glide slope antenna, the ground, and a postaccident fire ensued at Danville Regional Airport, Danville, Virginia. The student pilot was fatally injured. Visual meteorological conditions prevailed and no flight plan was filed for the local solo flight conducted under 14 CFR Part 91.
Eyewitnesses reported the airplane performing repeated takeoffs and landings to runway 2. During one landing attempt, the airplane appeared too low, engine power increased, and a go-around commenced. The airplane rolled sharply left then sharply right before climbing. On the second attempt, the landing was normal and the airplane taxied back. During the accident approach, the airplane flared high, rolled left, then began a shallow climbout, appearing level before impacting the antenna. Witnesses heard engine power increase then decrease prior to impact.
Personnel
The pilot, age 42, held a student pilot certificate dated August 14, 2013, with a third-class medical certificate. At issuance, he reported 8.8 total flight hours. Flight school records showed about 13 total hours, with an estimated 1.6 solo hours. His first flight was June 24, 2013. First solo flight recorded was August 25, 2013, of 0.8 hours.
Aircraft
The airplane, a Piper PA-28-161, was issued an airworthiness certificate December 11, 1986, and registered to General Aviation, Inc. on December 5, 1986. It was powered by a 160-hp Lycoming O-320-D3G engine, serial number RL-13625-39E, driving a Sensenich 2-bladed propeller. The most recent annual inspection was August 6, 2013, at 13,976.8 total hours. The most recent engine 100-hour inspection was also August 6, 2013, at 4,211.1 total engine hours and 1,876.2 hours since major overhaul. The tachometer at inspection was 3,976.8 hours; prior to accident, 4,020.6 hours. The last fueling was August 27, 2013, with 20.1 gallons.
Meteorological Information
At 1953, the weather at DAN included wind 050° at 5 knots, 10 miles visibility, clear skies, temperature 26°C, dew point 21°C, altimeter 29.99 inHg. Sunset was at 1950, end of civil twilight at 2016.
Airport Information
Danville Regional Airport is a public airport without a control tower. Runways: 2/20 and 13/31, but 13/31 was closed due to construction. Runway 2/20 was normally 6,502 ft long, but due to construction, it was 3,028 ft long and 150 ft wide. Elevation 571 ft. The ILS glide slope antenna was about 900 ft from runway 2 threshold and about 175 ft from the west side of the paved portion. Numerous NOTAMs were published affecting the landing runway, including closed portions and inoperative lighting and navigation aids.
Wreckage and Impact
The ILS glide slope antenna exhibited impact damage at 39.5 ft agl. Ground scars were between runway and taxiway A. The left wing was collocated with the antenna. The flight path was on a 346° heading. Debris path started about 20 ft before the antenna, with left wing separated from root. Debris ended 176 ft past antenna. A ground scar consistent with right wing low impact was 105 ft from antenna. Two propeller strike marks, 31 inches apart, first about 5 inches deep. Main wreckage came to rest on 129° heading.
Nose and cockpit: fore-to-aft crushing and thermal damage. Engine remained attached via mounts. Propeller separated with one blade embedded showing minimal S-bending and leading edge damage. Ignition switch key present but position undetermined due to thermal damage. Fuel selector valve position undetermined; CFI believed it was in "LEFT" before departure. Both front seats attached; rear seats attached. Flap lever in bottom detent (flaps UP). Right main entry door latch locked.
A cellular phone in a thermally damaged case was found; it was off. After turning on, it showed a missed call at 1946 EDT. The phone's manufacturer noted the model may overheat and shut down above 35°C and will not register missed call when off.
Engine continuity confirmed via hand rotation. Thumb compression on all cylinders. Spark plugs light gray, normal wear. Bottom plugs on cylinders 2 and 4 oily. Magnetos could not produce spark due to thermal damage but impulse coupling engaged. Fuel pump disassembled with no anomalies; actuator rod operable. Oil filter thermally damaged; filter media no metal; oil suction screen clear. Vacuum pump intact; carbon vanes intact. Throttle and mixture positions unreliable.
Right wing attached; crush and thermal damage at root. Wing tip crushed in negative direction 66 inches. Flap UP. Aileron attached; cable continuity confirmed. Right fuel cap secured; tank contained blue fluid (100LL). Right main landing gear attached.
Tail: Rudder and stabilator attached; top of rudder and vertical stabilizer impact damaged. Cable continuity from rudder pedals to rudder but cables off pulley; no pre-impact wear. Stabilator counterweight intact. Elevator cables off pulley similarly. Pitch trim 11/16 inch exposed threads (neutral).
Left wing crush damage from root; fuel tank breached and empty; cap secured. Flap UP. Aileron bellcrank separated but cable continuity confirmed. Stall micro-switch attached; continuity confirmed. Left main landing gear attached; angle iron penetrating tire; tire deflated.
Medical and Pathological Information
An autopsy on August 30, 2013, listed cause of death as "inhalation of smoke and thermal injuries." Forensic toxicology detected no ethanol or carbon monoxide; Amlodipine was detected in urine and blood but not quantified. Amlodipine is a calcium channel blocker used for hypertension.
Additional Information
In a recorded interview, the CFI stated the student pilot was scheduled to fly at 1730 but was delayed due to work. The student was upset. The CFI and student flew three takeoffs and landings for about half an hour before the solo. The CFI instructed not to exceed eight landings to avoid fatigue. The CFI watched the first landing (beautiful), then went inside, saw another good landing, later observed from a golf cart. He saw the airplane low, heard power increase, then saw it level, bank, and impact the antenna. The CFI noted the student would reach for his pager or phone when it sounded; the student was very focused but easily distracted by devices.
The Aeronautical Information Manual (AIM) provides the IMSAFE checklist. The AIM states stress and fatigue can be hazardous, and emotionally upsetting events should preclude flying.
The FAA pilot safety brochure "Fatigue in Aviation" notes fatigue decreases task ability.
The Aviation Instructor's Handbook lists instructor responsibilities including student supervision and pre-solo thought process.
The American Flyers Flight Instructor Refresher Course and Gleim FIRC provide guidance on professionalism and student supervision.