History of Flight
On December 20, 2020, about 2011 eastern standard time, a Cessna 210L, N2246S, was substantially damaged when it crashed near Midway, Georgia. The private pilot was fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.
Earlier that day, the pilot flew from Eagle Neck Airport (1GA0), Shellman Bluff, Georgia, to East Georgia Regional Airport (SBO), Swainsboro, Georgia, where he worked a 12-hour shift in a local emergency room before leaving around 1915. The pilot exchanged text messages with his son before and during the accident flight. Around 1900, they discussed instrument meteorological conditions at 1GA0, described by his son as low instrument flight rules conditions with “low fog and [a] lot of rain” and 400-foot ceilings at Brunswick Golden Isle Airport (BQK). The pilot replied he would check weather, depart soon, and might stop in Claxton, Georgia, for fuel.
Automatic dependent surveillance-broadcast (ADS-B) track data showed the pilot departed runway 14 at SBO around 1940. The 1931 reported ceiling at SBO was overcast at 300 ft above ground level (agl). After departure, the airplane turned east, overflew Swainsboro, then turned southeast. It climbed to 2,000–2,500 ft mean sea level (msl) during cruise. At 1955, the pilot texted his son that he was over Claxton and would continue to 1GA0 without stopping. The airplane began descending at 2003, continued southeast until north of Seabrook, Georgia. The final minute of track data showed the airplane descending below the overcast cloud layer, flying at 100–300 ft msl with a groundspeed of 100–115 knots. Track data ended at 2011, about 0.3 nm north-northwest of the initial impact point. 1GA0 field elevation was 10 ft msl. No flight plan was filed, and no air traffic control services were provided. No record of a weather briefing existed.
The airplane was located the following day, upright in a marshy area about 5 miles north of 1GA0.
Weather Information
The 2008 reported weather at Wright Army Airfield/Midcoast Regional Airport (LHW), about 16 nm north of the accident site, included overcast clouds at 600 ft and 7 miles visibility in light drizzle. The 2011 weather at Hunter Army Airfield (SVN), 20 nm north-northeast, included overcast clouds at 400 ft and 7 miles visibility in light rain. These conditions met low IFR criteria (ceilings below 500 ft and/or visibility less than 1 mile). At 1545, an AIRMET SIERRA for IFR conditions was issued (valid through 2200) for the area, advising of ceilings below 1,000 ft, visibility below 3 statute miles, precipitation, and mist.
Wreckage and Impact Information
The NTSB did not travel to the accident site due to Covid-19 travel restrictions. Aerial photographs showed the airplane cut an approximately 300-ft-long path through 80–100-ft-tall pine trees while descending on a southerly heading. The initial impact point was a tree; the right wing was at its base. The left wing was near the top of another tree about 120 ft further, followed by the propeller 50 ft further, and the initial ground impact scar about 70 ft beyond. The main wreckage, with tail and engine attached, came to rest upright about 75 ft beyond the scar against a small group of trees. No fire was evident. Elevation at the site was about 5 ft msl.
The fuselage skin was torn, exposing the cabin and cockpit. The instrument panel was mostly intact. The throttle was in idle, propeller control full forward, mixture about 1.5 inches from full rich, and flap handle in the 20° position. Control cable continuity from rudder, elevator, and elevator trim tab to the aft fuselage was confirmed; further examination was not possible due to impact damage. Aileron continuity could not be confirmed due to wing damage and separation. The elevator trim tab indicator was in a slight nose-down position above the takeoff setting. The right elevator sustained tree damage; the outboard 8 inches, including the balance weight, was separated and not recovered. The landing gear was retracted.
The fuel selector valve was in the left tank position; a substantial amount of fuel drained when removed. Impact damage precluded rotation of the engine crankshaft, but visual continuity of crankshaft and camshaft was confirmed after removing the oil pan. Both magnetos sparked. Fuel was observed at the fuel pump outlet, throttle body inlet, and distribution manifold. The fuel pump drive shaft was intact; fuel was in the pump when rotated by hand. The left vacuum pump drive shaft was intact; the right was sheared, but vanes in both were intact and within wear limits. One propeller blade was curled aft and twisted, with tip separated; another bent aft 90° at the tip; the third bent forward with leading and trailing edge tears. No engine or airframe anomalies were observed that would have prevented normal operation.
Medical and Pathological Information
Toxicology testing by the FAA Forensic Sciences Laboratory identified the blood pressure medications amlodipine and valsartan in the pilot’s urine and blood; these are generally considered non-impairing. No drugs of abuse were detected.