History of Flight
On September 7, 2016, at 1048 eastern daylight time, a Beech F33A, registration N6027K, and a Diamond Aircraft Industries DA20-C1, registration N85WP, collided in midair while on the final approach leg of the traffic pattern to runway 35 at West Georgia Regional Airport (CTJ) in Carrollton, Georgia. The Beech was substantially damaged, and the private pilot was fatally injured. The Diamond was destroyed, and its flight instructor and student pilot were also fatally injured.
The Beech, operated by the private pilot, was conducting a personal flight under 14 CFR Part 91. The Diamond, operated by Falcon Aviation Academy LLC, was conducting an instructional flight under Part 91. Visual meteorological conditions prevailed, and no flight plans were filed. The Beech departed Fulton County Airport (FTY) around 0915, and the Diamond departed Newnan Coweta County Airport (CCO) around 1000.
According to Falcon Aviation Academy personnel, the Diamond was practicing traffic pattern operations. Two other Falcon DA20s, N263CF and N169PS, followed the accident Diamond into the pattern. The flight instructor and student in N263CF observed the Beech on the downwind leg. Moments later, the occupants of N169PS, while looking toward the final approach path, saw two airplanes collide. Both trailing DA20s reported hearing the Diamond making position calls on the CTJ common traffic advisory frequency (CTAF) but did not hear broadcasts from the Beech pilot. Another Falcon flight instructor, who had just completed a flight at CCO, heard the Beech pilot transmitting traffic calls for CTJ over the CCO CTAF of 122.7 MHz; the Beech pilot was not in the CCO pattern at that time.
Radar data from the FAA indicated that the Beech entered an extended left downwind for CTJ from the north, above and behind the Diamond, which was on the downwind leg. The Beech's ground speed was about 50 knots faster than the Diamond's. The last radar returns placed both aircraft on the downwind leg at about 2000 ft mean sea level (850 ft above ground), approaching the base leg. A portable GPS receiver from the Beech showed it was established on the downwind at 2500 ft GPS altitude and 150 knots groundspeed. It descended to 2200 ft on the base leg at 122 knots, then turned final at 1450 ft and 79 knots. The last recorded data point at 1048:00 showed the Beech at 1201 ft and 76 knots, about 607 ft south of the runway 35 threshold.
Personnel and Aircraft
The Beech pilot, aged 79, held a private pilot certificate with single-engine land and instrument ratings and a third-class medical certificate with a near-vision restriction. He reported 2500 total hours on his most recent medical application. A completed Beechcraft Pilot Proficiency Program in October 2015 was accepted as a current flight review by his insurance company.
The Diamond flight instructor, aged 24, held a commercial pilot certificate with multi-engine, single-engine, and instrument ratings, along with a flight instructor certificate for single-engine airplanes. She reported 600 total hours on her first-class medical certificate, and her logbook showed about 850 hours, including 366 as a flight instructor. The student pilot, aged 20, held a student pilot certificate and a second-class medical certificate with no restrictions. He had logged about 22 hours since enrolling in ab initio training on August 4, 2016.
The Beech F33A was a single-engine, low-wing airplane with a conventional tail. It was equipped with enhanced LED wingtip and tail position and anti-collision lights, as well as landing and taxi lights. It had no traffic advisory system (TAS), TCAS, or ADS-B equipment. Its avionics included a King KX 155 VHF transceiver and a Garmin GNS 530 GPS/comm/nav unit. The most recent annual inspection was completed on July 13, 2016, with about 4549 total hours.
The Diamond DA20-C1 was a single-engine, low-wing T-tail airplane. It had wingtip strobes, navigation lights, and landing/taxi lights, but no TAS, TCAS, or ADS-B. Its avionics included an iCOM AC-A200 VHF transceiver and a Garmin GNS 430. Its last annual inspection was on August 9, 2016, with about 1990 total hours.
Wreckage and Impact
Both aircraft came to rest in a grass field about 408 ft south of the approach end of runway 35, on the extended centerline. The Diamond was upright; the Beech was inverted on top of it. The debris field was about 350 ft long and 80 ft wide, oriented on a heading of 350°. All major structural components were accounted for.
The Beech was largely intact, with wings and empennage attached. Flight control continuity was established. Blue paint transfer marks were found on the lower surface of the right wing, and impact damage with paint transfer was on the top of the fuselage. The nose gear had separated, with white paint transfer on the tire. The left main gear tire also had white transfer. The flaps were extended 20°. The master and avionics switches were on; the strobe light and taxi light switches were on; the landing light switch was off (damaged); the navigation light switch position was undetermined due to damage. The engine showed no preimpact mechanical malfunction; the propeller separated at the crankshaft flange due to overload.
A laminated card titled "LOCAL AREA FREQ" dated April 27, 2009, listing frequencies for multiple airports, showed the CTJ CTAF as 122.7 MHz—the frequency on which the Beech pilot was transmitting, but which is incorrect for CTJ.
The Diamond came to rest upright under the Beech. Flight control continuity was confirmed for elevator, rudder, and right aileron. The left wing separated, and the empennage separated forward of the vertical stabilizer root. Blue paint transfer marks, about 8 inches long, were on the leading edge of the right wing, 12 inches from the wing root. All light switches were impact-damaged, so preimpact positions could not be determined.
Light debris from the Diamond was found up to 340 ft south of the main wreckage, including the right elevator half with black transfer markings consistent with the Beech's right main tire. Similar markings were on the Diamond's horizontal stabilizer. Other debris included canopy and fuselage skin sections.
Additional Information
FAA regulations require vigilance to see and avoid other aircraft (14 CFR 91.113). The right-of-way rules state that an aircraft being overtaken has the right-of-way, and the overtaking aircraft must alter course to the right. Aircraft on final approach have right-of-way over other aircraft, but must not cut in front of an aircraft on final or overtake it. The FAA's AIM emphasizes using the correct CTAF and communicating from 10 miles out. The Beech pilot had the correct CTAF (122.975 MHz) on his GNS 530 database page but was transmitting on 122.7 MHz, the frequency listed on his outdated card.
Examination of the Beech's radios showed the KX 155 set to 118.17 MHz active and 126.22 MHz standby, while the GNS 530 was set to 122.7 MHz active and 124.050 MHz standby. The GNS 530 database had expired, but when accessed, it displayed the correct CTJ CTAF of 122.975 MHz.
Toxicology tests on the Beech pilot revealed doxazosin and losartan (blood pressure medications) and dextromethorphan (cough suppressant) in his system, all reported or commonly available. The flight instructor and student pilot tested negative for carbon monoxide, ethanol, and major drugs of abuse.