Flight History
On November 9, 2015, at 1016 eastern standard time, a Cessna 441, registration N164GP, was destroyed after colliding with trees and terrain and a subsequent post-crash fire. The accident occurred near Climax, Georgia, following a loss of control while maneuvering. The commercial pilot/owner and a commercial pilot-rated passenger were fatally injured. Instrument meteorological conditions prevailed, and an instrument flight rules flight plan was filed for the personal flight from Lakeland Linder Regional Airport (LAL) to Cairo-Grady County Airport (70J). The flight departed LAL at 0906.
Radar and voice communication data from the Federal Aviation Administration showed that the pilot contacted Tallahassee Approach Control at 0948:42 while descending from 5,200 to 4,000 ft mean sea level. The pilot stated he was trying to reach visual meteorological conditions; if unable, he would request the RNAV RWY 31 approach at 70J. The controller noted that weather reports from nearby airports indicated IMC. The pilot requested the RNAV RWY 31 approach and was instructed to maintain 3,200 ft msl.
At 0953:43, the pilot reported the destination airport in sight and canceled his IFR flight plan. He changed to the common traffic advisory frequency. Over the next 13 minutes, radar showed erratic left, right, and 360° turns, taking the aircraft away from the destination, with altitudes between about 4,000 and 900 ft msl.
At 1006:16, the pilot contacted ATC again, reported losing visual contact, and requested the RNAV RWY 13 approach. The controller provided vectors to the OCAPE waypoint, but the aircraft did not maintain assigned headings and altitudes. At 1012:31, the controller instructed the pilot to proceed directly to OCAPE. The pilot had difficulty identifying OCAPE and requested spelling. At 1015:37, he acknowledged approach clearance. No further transmissions were received. Radar then showed climbs and descents near OCAPE, and at 1016:40, the aircraft entered a descending right turn at 2,500 ft msl and 180 knots groundspeed, after which radar contact was lost.
Personnel Information
The pilot held a commercial pilot certificate with ratings for airplane single-engine land, multiengine land, rotorcraft helicopter, and instrument airplane. His most recent FAA third-class medical was issued May 30, 2013, reporting 1,150 total flight hours.
The passenger held a commercial pilot certificate with ratings for airplane single-engine land, multiengine land, rotorcraft helicopter, and instrument airplane and helicopter. His most recent FAA second-class medical was issued December 4, 2014, reporting 9,500 total flight hours.
Aircraft Information
The Cessna 441 was manufactured in 1980 and equipped with two 715-horsepower Garrett TPE331-8-402S turboprop engines. The most recent phase inspections were completed on April 25, 2014, at 18,422.8 total aircraft hours. Logbook entries indicated subsequent inspections were due in September 2014 and September 2015, but none were logged. The final logbook entry on September 22, 2015, showed 18,513.7 total aircraft hours.
Maintenance records revealed a history of operational issues. After engine overhauls, the pilot aborted a takeoff and actions contrary to the checklist damaged the compressor section. In June 2014, new propellers were installed, and the pilot conducted ground taxi without a post-installation test flight, damaging the starter. An inoperative EGT gauge was not resolved; the pilot's assistant stated the pilot determined EGT by fuel flow. The pilot frequently used reverse thrust for taxiing. Mandatory inspections were overdue by about 100 flight hours; the assistant explained the pilot did not want both twin-engine aircraft down simultaneously. The GPS database was out of date.
Meteorological Information
At 1015, weather at Decatur County Industrial Airpark, 8 miles west, included wind from 050° at 10 knots, overcast ceiling at 400 ft, 2 miles visibility in fog, temperature 16°C, dew point 15°C, and altimeter 30.04 inHg. Surrounding airports reported ceilings between 200 and 800 ft. A passenger at the destination photographed a ceiling estimated at 200–250 ft with mist and fog in treetops.
The pilot received a weather briefing at 0830 from Lockheed Martin Flight Service, discussing SIGMETs, embedded thunderstorms, and low IMC; the briefer said conditions were "pretty bad." The pilot said he might delay departure but departed about 30 minutes later. No alternate airport was filed.
Wreckage and Impact Information
The wreckage path was oriented about 175° magnetic, approximately 150 ft long and 45 ft wide. Initial impact was in a 60-ft-tall tree, with impacts into additional trees before ground impact 24 ft beyond. The aircraft was fragmented, with control continuity confirmed to the cockpit. The cockpit, cabin, and empennage were destroyed by impact and fire. Engines and propellers were severely damaged; all four blades exhibited twisting and gouging. One blade tip was found 215 ft southeast.
Medical and Pathological Information
An autopsy performed by the Georgia Bureau of Investigation listed the pilot's cause of death as "blunt force injuries." Toxicological testing by the FAA identified numerous substances: ethanol (0.203 gm/dl in muscle), n-propanol, amphetamine, tramadol, and its active metabolite, tetrahydrocannabinol (THC) and its metabolite in lung tissue, cetirizine and THC-COOH in kidney, and ethanol, doxylamine, tramadol metabolites, and THC-COOH in liver. The report noted ethanol can impair performance; FAA prohibits acting as crewmember with 0.040 gm/dl or more. N-propanol can be produced postmortem. Amphetamine is used for ADHD and narcolepsy, with abuse potential. Tramadol is an opioid analgesic. Cetirizine and doxylamine are sedating antihistamines. Records from three law firms were requested but not provided.
Additional Information
A Garmin Aera 796 portable GPS and a Samsung Galaxy Note II were recovered but sustained catastrophic impact damage, yielding no data. A panel-mounted Garmin GNS 530 was also damaged; its database cards showed obstacle database expired April 8, 2010, and aviation database expired March 5, 2015.
The FAA Airplane Flying Handbook describes spatial disorientation hazards when visual references are obscured. The Risk Management Handbook identifies hazardous attitudes that may affect pilot judgment, including disdain toward rules, risk-taking, impulsivity, and disregard for external information.
Maintenance history of the pilot's other aircraft, a Cessna 414, included repeated tire and propeller damage, engine overhauls due to metal in oil, and a refusal to authorize a mandatory sudden-stoppage inspection after propeller damage.