History of Flight
On May 21, 2015, about 1854 eastern daylight time, a Gulfstream American Corp AA-5A, registration N26886, was destroyed when it impacted terrain while maneuvering near Rowdy, Kentucky. The private pilot was fatally injured. Instrument meteorological conditions (IMC) prevailed, and no flight plan was filed for the flight, which departed Aiken Municipal Airport (AIK), Aiken, South Carolina, at an unknown time, and was destined for Wendell H Ford Airport (CPF), Hazard, Kentucky. The personal flight was operated under Part 91.
Radar data from the FAA revealed a track of VFR targets correlated to the accident airplane. About 1830, the airplane was established on a track of about 345 degrees towards CPF at 8,300 feet msl. The airplane passed west of the airport, then about 1845, about 2 miles northwest of the airport, began a right 180-degree turn and descended to about 7,700 feet as it tracked south. At 1848, on an approximate right base for runway 32, it began another right turn and descended to about 7,500 feet. Over the next several minutes, it completed a series of turns about one mile east of CPF, with altitudes between 7,500 and 6,800 feet. The last radar target with altitude, at 1853:38, placed the airplane about 700 feet west of the accident site at 6,800 feet. There was no record of the pilot contacting any ATC facility during the flight. It could not be determined whether the pilot made radio transmissions on the CPF common traffic advisory frequency.
The airport manager at CPF stated he was flying a helicopter in the area that afternoon and described poor weather: cloud ceilings between 400-800 feet agl, in some locations clouds "all the way down to the ridge." Several weather bands had moved through, reducing visibility to around 2 miles. Two witnesses reported daylight with mist and fog; they heard the impact and went outside. Two other witnesses near the site reported seeing the airplane smoking as it hit the ground; one saw it come from the direction of the airport.
Pilot Information
The pilot held a private pilot certificate with single-engine land rating but no instrument rating. His most recent FAA third-class medical was issued July 15, 2014. His logbooks showed about 220 total hours, with about 143 hours in the accident airplane, including about 20 hours in the previous 90 days. He had accumulated 3.6 hours of simulated instrument flight time.
The airplane owner, a friend who flew often with the pilot, stated they discussed the flight and weather earlier that day. The owner said the pilot did not like using the radio and normally did not file VFR flight plans or request flight following. They had agreed the pilot would not fly at night. The CPF airport manager said the pilot had flown there several times before and that this was "not the first time" he flew to CPF under VFR when the weather was IMC.
Aircraft Information
The 1979-manufactured airplane was equipped with a Lycoming O-320 series 150 hp engine. Its most recent annual inspection was completed August 1, 2014, at 2,136.75 hours total time. According to the owner, the airplane had Garmin 430 and 496 units capable of receiving XM satellite weather, and an autopilot that "did not work well" and "would put the airplane into a bank." The pilot was aware of the autopilot limitations and was likely not using it during the flight.
Meteorological Information
Weather observations at CPF near the accident time:
- 1745: wind 310° at 7 knots, 5 miles visibility, broken clouds at 1,000 feet, overcast at 1,500 feet, temperature 12°C, dew point 11°C.
- 1845: wind 330° at 4 knots, 3 miles visibility, light drizzle, scattered clouds at 800 feet, broken at 1,400 feet, overcast at 2,100 feet.
- 1905: wind 320° at 4 knots, 3 miles visibility, drizzle, broken at 800 and 1,200 feet, overcast at 2,000 feet, temperature 11°C, dew point 11°C.
Observations at JKL (13 nm north-northwest):
- 1848: wind variable at 5 knots, 5 miles visibility, mist, broken at 800 and 2,500 feet, overcast at 3,000 feet; ceilings variable between 400 and 1,100 feet.
- 1853: wind 310° at 5 knots, 5 miles, mist, broken at 800 and 2,700 feet, overcast at 3,500 feet; ceilings variable between 400 and 1,100 feet.
A TAF for JKL issued at 1320 forecast conditions at 1800 with visibility >6 miles and overcast at 1,500 feet. An AIRMET Sierra issued at 1645 forecast obscured mountains. An area forecast issued at 1445 forecast occasional visibility 5 miles, mist, overcast between 2,000 and 2,500 feet MSL with tops 6,000-8,000 feet MSL. An Area Forecast Discussion from Jackson, KY NWS at 1537 discussed IMC with low-level cloud cover and areas of drizzle continuing through afternoon and evening, with dense fog developing overnight. There was no record of the pilot receiving a preflight weather briefing.
Wreckage and Impact
The wreckage was located about 1 nm east of CPF in heavily wooded, hilly terrain. Initial impact was a tree; the wreckage path extended on a heading of about 084° magnetic. Several angularly-cut tree branches with paint transfer consistent with propeller contact were found. The main wreckage came to rest about 70 feet past initial impact and was destroyed. All major components were accounted for.
The propeller remained attached to the crankshaft; the spinner was separated. Both blades had significant s-bending, leading edge gouging, and chordwise scratching; one blade tip was separated about 22 inches from the hub. The engine was separated from the airframe and heavily impact-damaged, covered with dirt and vegetation. Most accessories were separated on impact. The #1 cylinder head was impact-damaged, revealing piston top, exhaust valve, and intake port. #2, #3, and #4 cylinders were borescope-inspected and showed no anomalies. The crankshaft could not be rotated due to impact damage. The vacuum pump was intact with no anomalies. Impact precluded examination of flight instruments. No evidence of pre- or post-impact fire.
Additional Information
The Airplane Flying Handbook notes that a VFR pilot in IMC is subject to spatial disorientation and control loss if not trained for instrument flight. The Pilot's Handbook of Aeronautical Knowledge states that without visual horizon, the vestibular system becomes unreliable, and flight should be avoided in reduced visibility or at night unless the pilot has extensive instrument training.
An autopsy on the pilot listed cause of death as multiple blunt force injuries. Forensic toxicology detected no drugs of abuse.