History of Flight
On May 22, 2018, at 0728 eastern daylight time, a Piper PA-28-140, registration N6177W, was destroyed when it impacted terrain shortly after takeoff from Chesapeake Regional Airport (CPK), Chesapeake, Virginia. The commercial pilot was fatally injured. The airplane was operated by the pilot as a personal flight under Title 14 Code of Federal Regulations Part 91. Day instrument meteorological conditions (IMC) prevailed, and an instrument flight rules (IFR) flight plan was filed for the flight, which departed about 0726 and was destined for Republic Airport (FRG), Farmingdale, New York.
The pilot's spouse reported that the pilot had commuted from CPK to FRG for work for about 7 years. The night before the accident, the pilot arranged for the fuel tanks to be topped off. During the preflight inspection on the morning of the accident, she observed the pilot walk around the airplane, sample both fuel tanks, and remove the cover from the pitot probe on the left wing. She commented on the fog, and the pilot stated, "as long as I can see the runway, I'll be fine."
The pilot started the engine and taxied to the runway with the airplane lights operating. The spouse heard the engine run-up and described it as sounding good. She observed the airplane take off and shortly thereafter enter the clouds. About 2 to 3 minutes later, she heard an engine "revving noise." The pilot had not mentioned any maintenance issues.
Review of air traffic control (ATC) communications revealed that at 0704, while on the ground, the pilot requested an IFR clearance via telephone. He was issued instructions to fly a heading of 050° and maintain 3,000 ft after departure. At 0724, he advised the controller he was ready for takeoff. The controller issued a clearance void time of 0729, and the pilot said he would be airborne within 3 minutes. No further communications were received.
Radar data showed the airplane departed runway 23 at 0726:40, climbed to about 350 ft mean sea level (msl) on a southwest track, and began a right turn at 0727:11. It continued turning right, completing a 360° turn, during which it rapidly descended to 75 ft msl (about 60 ft above ground) then climbed to 600 ft msl. The last radar return at 0728:04, about 1/4 mile from the accident site, showed the airplane at 375 ft msl on a heading of 297° at 42 knots groundspeed.
Personnel Information
According to FAA records, the pilot held a commercial pilot certificate with ratings for airplane single- and multi-engine land and instrument airplane. He also held a remote pilot certificate and a control tower operator certificate. He was issued an FAA second-class medical certificate on October 17, 2017, at which time he reported 2,100 total flight hours and 160 hours in the preceding 6 months. His most recent logbook was not located.
Aircraft Information
The accident airplane was a 4-seat, single-engine, low-wing airplane manufactured in 1964, powered by a Lycoming O-320-E2A engine. The most recent annual inspection was completed in January 2018, noting an airframe time of 4,322.4 hours, a tachometer time of 1,927 hours, and 2,329.4 hours since major engine overhaul. The tachometer was not recovered.
According to FAA airworthiness records, the airplane was equipped with a primary attitude indicator powered by the engine-driven vacuum pump, mounted on the left side of the instrument panel, and an electrically-powered attitude indicator on the right side. It also had a Precise Flight Standby Vacuum System Model V. The standby system manual stated it connects to the intake manifold and electrical system, and in the event of engine-driven vacuum pump failure, it allows engine intake vacuum to supply the primary instruments. The system could be manually activated via a pull knob and included a warning light. A vacuum pressure gauge was installed.
Maintenance records showed that on February 7, 2017, a discrepancy was noted with an inoperative dry-air vacuum pump, which was replaced with a new dry-air vacuum pump (part number 211CC replaced with RAP 215CC). However, the pump found in the wreckage was an Aero Accessories AA3215CC, not the one recorded, and no maintenance entries for that installation were found. The airplane's owner manual listed the aerodynamic stall speed with flaps extended as 47 knots.
Meteorological Information
Weather conditions at CPK at 0715 included visibility of 1/4 mile in fog, an overcast ceiling at 200 ft above ground level (agl), wind from 070° at 3 knots, temperature 19°C, and dew point 18°C. Observations reflected IFR conditions during the early morning, with low IFR due to low overcast and dense fog from 0355 through 1055, gradually improving to IFR and marginal VFR by 1155.
A High-Resolution Rapid Refresh (HRRR) model sounding for 0700 depicted a surface temperature of 20°C and dew point 19°C with 98% relative humidity, favorable for fog. The lifted condensation level and level of free convection were at 169 ft agl, with overcast cloud tops to 3,600 ft and broken clouds near 9,000 ft agl. Sunrise was at 0552.
The pilot filed an IFR flight plan but declined a weather briefing during the phone call.
Wreckage and Impact Information
The airplane came to rest upright in a flat, open field, oriented on a magnetic heading of 325°, about 3/4 nautical mile southwest of CPK. It sustained extensive impact damage and a postimpact fire. All major components were accounted for. Flight control continuity was established from surfaces to the cockpit. The stabilator trim drum correlated to a slight nose-up trim setting. The flap handle was found retracted, and both inboard flaps were retracted. The main landing gear and nose gear separated from the airframe. The fuel selector valve was impact-damaged and separated; when disassembled, the outlet port was open to the right fuel tank. The fuel tank screen was clean.
The cockpit, instrument panel, and main cabin area were damaged by impact and fire. The primary attitude indicator's vacuum gyro separated from its case. An electrical attitude indicator gyro was found loose in a fire-damaged casing. Both gyros were examined; the vacuum gyro and housing showed no circumferential gouge marks, while the electric gyro showed evidence of a circumferential gouge mark.
The engine remained attached to the firewall. Crankshaft rotation established valve train continuity. All cylinders had thumb compression and suction, and spark plugs showed normal operating and combustion signatures. Borescope inspection showed normal signatures. The standby vacuum system's shuttle valve remained attached to the engine mount; a pull cable was found separated from its attach point with overload signatures.
The carburetor was separated and fractured, but the throttle valve moved freely. The fuel inlet screen and oil screen were clean. The fuel pump was impact and fire damaged. Both magnetos could not be tested. One propeller blade had an s-bend shape; the other had a mid-span 90° aft bend and polishing.
The vacuum pump remained attached to the engine, with impact and fire damage. It was missing one of two assembly screws; the remaining screw was finger-tight. Examination identified the pump as an Aero Accessories 3215CC. The stator was in an advanced state of wear, and the vanes appeared to be replacements. No internal damage or evidence of pump failure was found. An exemplar pump tested with one missing screw operated normally.
The standby vacuum system was examined; the pull cable separation was consistent with overload. When pneumatic air was blown through the shuttle valve submerged in water, bubbles exited the entry and exit valve holes.
Medical and Pathological Information
An autopsy determined the cause of death as multiple blunt trauma. Toxicology testing was negative for volatiles and drugs.
Additional Information
The FAA Civil Aeromedical Institute defines spatial disorientation as a loss of proper bearings or mental confusion as to position, location, or movement relative to the earth. The FAA's Airplane Flying Handbook notes that the vestibular sense can confuse pilots, as it cannot detect slight or uniform attitude changes and may generate false sensations.