History of Flight
On June 17, 2014, at 0903 eastern daylight time, a Columbia LC-41-550FG, N610MH, was destroyed when it impacted terrain in a residential area and was subsequently consumed by postcrash fire while maneuvering near East Patchogue, New York. The private pilot was fatally injured. Instrument meteorological conditions were reported near the accident site. No flight plan was filed for the personal flight, which departed Farmingdale Republic Airport (FRG) at 0850 and was destined for Long Island MacArthur Airport (ISP). The flight was conducted under 14 CFR Part 91.
Pilot Information
The pilot held a private pilot certificate with a single-engine land rating but no instrument rating. His most recent FAA medical certificate was issued April 22, 2013. He reported 1,200 hours of total flight experience on that application. The pilot's most recent flight review was on August 26, 2013. According to the flight instructor who conducted the review, the pilot had never received formal training on the airplane's Garmin G1000 avionics system.
Aircraft Information
The low-wing, single-engine, carbon fiber airplane was manufactured in 2006 and registered to the pilot in October 2008. It was powered by a Continental Motors TSIO-550C, 310 hp turbocharged engine and equipped with a Hartzell three-bladed constant-speed propeller. The most recent annual inspection was completed on July 5, 2013, at a total aircraft time of 321.8 hours. Maintenance logbooks were not recovered. The airplane was equipped with a Garmin G1000 system, including dual LCD displays, backup instruments, and an integrated autopilot.
Meteorological Information
Weather observations near the accident site indicated deteriorating conditions. At 0856, ISP reported wind from 220° at 8 knots, 7 miles visibility, and overcast clouds at 700 feet. HWV reported 6 miles visibility, mist, and overcast at 500 feet. A rawinsonde launched near the site showed a decrease in relative humidity from 95% to 75% between about 1,050 and 1,330 feet above ground level, suggesting a cloud boundary. A pilot who departed FRG 20 minutes before the accident reported rapid weather deterioration and returned to FRG. Another pilot who flew from Connecticut to ISP about 0920 reported ceilings around 700 feet with tops near 1,500 feet and visual conditions at 2,000 feet.
Communications and Radar
The pilot contacted Lockheed Martin Flight Service at 0630 and received a briefing, indicating he would depart FRG for ISP at 0730 and return by 0900. The briefer provided current conditions but no forecast. At 0840, the pilot contacted FRG ground control and was cleared for takeoff at 0850. He contacted New York TRACON at 0859, stating, "I need your help sir." At 0901, the controller asked his location and destination; the pilot replied he was heading to Islip but had no visibility. The controller asked if he was declaring an emergency; the pilot did not respond. About a minute later, the pilot said he would return to FRG. Radar data showed the airplane departed at 0851, tracked eastbound at 1,000–1,300 feet msl, then turned left northbound. At 0901:45, the airplane climbed about 100 feet, began a left turn, then entered a descending 540-degree right turn. Last radar returns at 0902:31 through 0902:45 showed altitudes from 900 to 500 feet msl.
Wreckage and Impact
The initial impact point was a tree about 25 feet high with broken branches. The wreckage path extended 185 feet on a magnetic heading of 223°. The propeller, engine components, and wing pieces were found along the path. The main wreckage came to rest in a backyard and was consumed by post-impact fire. The propeller separated from the engine; one blade was fractured near the hub, and the other two showed s-bending and gouging. The engine exhibited thermal damage; spark plugs had light-colored deposits. The crankshaft was seized. Borescope examination revealed no anomalies.
Medical and Pathological Information
An autopsy listed the cause of death as multiple blunt force injuries. Toxicological testing detected rosuvastatin (used for high cholesterol) in liver and blood. Ethanol was detected in blood at 59 mg/dL, most likely from sources other than ingestion.
Additional Information
A witness near the accident site reported seeing the airplane approach from the east, circle his home twice at very low altitude in a right-wing-low attitude, then heard a loud boom and saw black smoke.