History of Flight
On November 4, 2015, about 2355 eastern standard time, a Piper PA-28-180, registration N57WV, impacted wooded terrain following a loss of control during approach to Habersham County Airport (AJR), Cornelia, Georgia. The private pilot and two passengers were fatally injured, and the airplane was destroyed. The flight was conducted as a 14 Code of Federal Regulations Part 91 personal flight. Night instrument meteorological conditions existed at the airport at the time of the accident, and no flight plan was filed. The flight originated from Hazlehurst Airport (AZE), Hazlehurst, Georgia, about 2300 and was destined for AJR.
According to a witness expecting the airplane at AJR, the flight had earlier departed from Treasure Coast International Airport (FPR), Fort Pierce, Florida. The witness received a text message from a passenger stating that the flight had landed at AZE to refuel and had to circle the airport multiple times due to "awful cloudy" conditions and a "low ceiling." The AZE airport manager noted that the airplane departed around 2300 and that the AWOS reported 300 to 400 ft overcast. Another witness waiting at AJR reported hearing the aircraft.
Federal Aviation Administration (FAA) data indicated that the pilot was not receiving radar services or communicating with air traffic control during the accident flight. Radar data showed the airplane crossing over AJR, beginning a left turn, and then disappearing from radar. Witnesses near the airport reported hearing an airplane overhead followed by a "whirling" noise and a loud crash. Due to heavy fog and mist, they could not locate the source that night but later found the wreckage in a ravine and notified authorities.
Personnel Information
The pilot held a private pilot certificate with airplane single-engine land and instrument ratings and an FAA third-class medical certificate issued October 12, 2015, with a limitation requiring glasses for near vision. At the medical examination, he reported 800 total flight hours, with 0 hours in the previous 6 months. A review of his logbook showed the last entry dated April 28, 2012, with a total of 732.3 flight hours, including 6.4 hours actual instrument and 78.9 hours simulated instrument. He completed an instrument proficiency check on March 27, 2012. No other pilot records were found.
Aircraft Information
The airplane was manufactured in 1968 and powered by a Lycoming O-360-A4A-series engine with a Sensenich propeller. A maintenance work order excerpt indicated the last annual inspection occurred on August 18, 2015, at a tachometer time of 1,328 hours. The tachometer was destroyed, so the time at the accident could not be determined. Maintenance logbooks were not found during wreckage examination. Fueling records showed that the pilot refueled with 23.8 gallons of 100 low lead fuel before departing AZE. The airplane was equipped with a J.P. Instruments engine data monitor, which showed no anomalies in engine operation.
Meteorological Information
At 2355, AJR reported winds from 080° at 3 knots, 3 statute miles visibility, light rain, overcast clouds at 300 ft, temperature and dew point 16°C, and altimeter 30.30 inHg. Toccoa Airport, 14 nautical miles southwest, reported calm wind, 2 statute miles visibility, overcast ceiling at 200 ft, temperature and dew point 17°C, and altimeter 30.29 inHg. At 2255, AZE reported winds from 110° at 4 knots, 7 statute miles visibility, overcast ceiling at 600 ft, temperature and dew point 23°C, and altimeter 30.21 inHg. Lockheed Martin Flight Services stated the pilot did not contact them for weather information, and there was no record of Direct User Access Terminal Service usage.
Wreckage and Impact Information
The wreckage site was in a wooded area about 0.25 mile from AJR on a magnetic heading of 330°. Freshly broken tree branches were observed above the wreckage. The airplane was in a nose-down position with the nose and cockpit buried about 4 ft below ground. All flight control surfaces were attached to the fuselage. Both wings were accordion crushed toward the ground, and the tail section was crushed downward. Control continuity was confirmed from the control yoke to elevators and ailerons, and from rudder to rudder pedals.
Forward-to-aft crushing was noted on the fuselage and wings. Scraping damage in a vertical downward direction was on adjacent trees. The debris path was not linear, and no fire was present. The cockpit instrument panel was destroyed; the attitude indicator and directional gyro were disassembled with intact internal gyros showing no rotational scarring. Stabilator and aileron control cables remained attached to the "T" bar assembly. The flap lever assembly was impact damaged and separated. Rudder cables were attached but the rudder bar assembly was destroyed.
The left wing had 8 ft attached to the fuselage, crushed aft; the remainder was separated outboard of the left fuel tank. Left aileron separated; balance weight not located. Control continuity established. Left fuel tank breeched; fuel cap in place; pickup screen clear. Left MLG attached; left flap attached at inboard and outboard hinges, center hinge separated.
The right wing separated at the wing root; wing skin crushed aft. Aileron cables separated at root and cut during recovery. Aileron stops in place; bellcrank separated. Outboard 5 ft of wing separated. Right MLG attached; right aileron attached with balance weight. Right flap impact damaged; right fuel tank breeched; cap in place; pickup screen clear. Aileron control continuity from wing root to bellcrank.
The right stabilator side separated for recovery; trim tab attached. Left stabilator and trim tab attached. Vertical stabilizer leading edge crushed aft. Rudder impact damaged but attached. Control continuity established except where impact or recovery separated; no preimpact anomalies.
The engine was buried about 4 ft below ground. Internal continuity confirmed from propeller flange to rear accessory drives; full crankshaft rotation prevented by impact. Spark plugs showed normal wear patterns. Carburetor fractured across throttle bore; carburetor bowl contained about 1 ounce of red liquid that tested positive for water. Brass floats deformed, consistent with hydraulic crushing. Propeller remained attached; spinner separated; back plate and starter ring gear support fragmented. Both blades exhibited chord-wise scratches, leading edge gouges, and paint abrasion; bent aft and twisted.
Additional Information
FAA Advisory Circular 60-4A, "Pilot's Spatial Disorientation," notes that during low visibility, supporting senses may conflict with visual cues, making a pilot vulnerable to disorientation. The AC recommends that pilots not attempt visual flight rules flight when there is a possibility of getting trapped in deteriorating weather.
Medical and Pathological Information
An autopsy performed by the Division of Forensics Sciences, Georgia Bureau of Investigation, listed the cause of death as "multiple injuries." Toxicology specimens were not collected at the time of autopsy; therefore, postaccident toxicological testing was not performed.