HISTORY OF FLIGHTOn October 13, 2018, about 1430 eastern daylight time, a Piper PA-28-180 airplane, N180QT, was destroyed when it was involved in an accident in Cartersville, Georgia. The pilot was fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.
A co-owner of the airplane reported that he spoke to the accident pilot before he departed from Gainesville Regional Airport (GNV), Gainesville, Florida. He and the pilot discussed the airplane's fuel load, which was about 34 gallons, and the pilot's flight plan to Tom B. David Airport (CZL), Calhoun, Georgia. Based on that conversation, he believed the pilot was going to add additional fuel to the airplane before departure; however, the pilot taxied past the airport's fuel facility and proceeded to take off. The co-owner subsequently texted the pilot , "Do hope you had a fuel stop planned." At 1243, the pilot replied, "If I need to, I'll stop in LaGrange."
GPS data from onboard the airplane indicated that the airplane departed GNV at 1119 and proceeded toward CZL. The airplane flew east of LaGrange-Callaway Airport (LGC), LaGrange, Georgia, and flew directly overhead Pauling Northwest Atlanta Airport (PUJ), Atlanta, Georgia; both airports had 100 low-lead aviation fuel available. As the airplane flew over PUJ, the flight track diverted north-northeast toward Cartersville Airport (VPC), Cartersville, Georgia.
One witness reported that the airplane flew overhead heading in a north-northwesterly direction. It was flying normally when "all of a sudden the engine noise just stopped." The witness did not hear a sputter before or after it stopped, but "about 7 seconds later" the engine noise resumed, and the airplane appeared to fly normally along the same route. The witness added that she did not notice any other abnormalities after the engine noise stopped; the airplane "appeared to be gliding," it "did not appear to be losing altitude," and the "wings appeared to remain level." Another witness, who was located closer to the accident site, stated that the "airplane sounded loud when passing [overhead] with the engine surging." A pilot flying in the area heard a radio call stating "mayday, mayday, mayday, Cherokee [unintelligible]." He was unable to hear the end of the transmission clearly.
According Georgia Power, an impact to the high-tension powerline located adjacent to the accident site was recorded at 14:29:30. AIRCRAFT INFORMATIONThe co-owner estimated that the airplane typically consumed about 10 to 10.5 gallons per hour and believed the pilot could fly safely for 2 hours 20 minutes with the fuel onboard at the time of departure. AIRPORT INFORMATIONThe co-owner estimated that the airplane typically consumed about 10 to 10.5 gallons per hour and believed the pilot could fly safely for 2 hours 20 minutes with the fuel onboard at the time of departure. WRECKAGE AND IMPACT INFORMATIONThe airplane impacted the outboard bundle of high-tension wires and tree branches on the north side of an embankment. The initial impact point on the embankment contained pieces of the propeller spinner and windscreen. The main wreckage came to rest at the bottom of the embankment in a muddy ravine on a magnetic heading of 050º at an elevation of 1,020 feet mean sea level.
The left and right fuel tanks were intact and their fuel caps remained in place. There was no fuel observed in the left fuel tank, and a residual amount of fuel was observed in the right fuel tank. There was also a residual amount of fuel in the gascolator bowl and electric fuel pump. Fuel line continuity to the gascolator was confirmed with low-pressure air.
The flap lever was stowed, indicating 0° of flap extension. The magneto switch was in the "both" position. The throttle and mixture controls were in the full-forward positions, the primer was in the stowed position, and the electric fuel pump switch was in the "off' position. The fuel selector valve was in the left fuel tank position.
Examination of the engine revealed no evidence of preimpact malfunctions or anomalies. Compression and suction were observed from all four cylinders. Borescope examination of the cylinders revealed no anomalies.
The propeller remained attached to the crankshaft flange. The spinner was fragmented. One propeller blade exhibited chordwise abrasions. The other blade was bent aft at mid-span about 10° and exhibited chordwise abrasions and twisting toward the blade face. No leading edge damage was observed on either blade.
The co-owner stated that he had flown the airplane about 2 weeks before the accident; during the flight, "the airplane and radios worked very well with no maintenance issues."