Incident
On September 1, 2022, at approximately 1700 eastern daylight time, a Diamond Aircraft Industries DA 42 NG, registration N43RG, sustained substantial damage during an accident at Orlando Executive Airport (ORL) in Orlando, Florida. The aircraft was being operated under Title 14 Code of Federal Regulations Part 91 as an instructional flight. The commercial pilot in the right front seat was fatally injured, and the flight instructor in the left seat was seriously injured.
The flight was a local instructional mission to add a multiengine rating to the commercial pilot's certificate. The pilot occupied the right seat due to his interest in obtaining a flight instructor rating. The flight instructor reported that they checked weather before departure and identified a small area of precipitation near Orlando International Airport (MCO), about 7 miles south of ORL, moving slowly north. The instructor stated that radar loops did not show significant development of the cell. A ForeFlight briefing forecast thunderstorms in the vicinity with winds up to 6 knots.
After engine start, the current weather observation at 1621 included wind from 060° at 9 knots, thunderstorms in the vicinity, and distant lightning in all quadrants. At 1640, the crew requested taxi to runway 7 and performed pre-takeoff checks at the HOLD 2 pad on taxiway A7. Observing precipitation over the departure end, they elected to hold in place. Weather deteriorated rapidly, with air traffic control reporting wind gusts to 40 knots and visibility dropping to zero. The crew decided to remain at the hold pad rather than taxi back. The flight instructor reported that gusts soon increased to 60 knots. He applied down elevator and left aileron into the wind, noting the left wing bounced more. The left wing then lifted, and the airplane rolled to the right. The instructor attempted to shut down engines, but the airplane continued rolling until inverted. First responders arrived and found the aircraft inverted, assisting the crew.
Weather Conditions
At the accident time, a stationary front stretched across the southeastern United States, placing the accident site on its warm side. The ORL surface observation at 1659 (near the accident time) reported wind from 100° at 32 knots gusting to 54 knots, variable between 060° and 130°, visibility 1/4 mile, thunderstorm, heavy rain, fog, and broken ceilings. Remarks noted a peak wind of 54 knots at 1655, lightning distant all quadrants, and 0.39 inches of precipitation since 1653. Earlier observations showed increasing wind and thunderstorm activity.
Lightning data indicated 1,053 flashes within 25 miles of the accident site in the 15 minutes before and after the accident, with the closest flash 800 feet south at the accident time. At 1631, MCO issued a special observation with wind from 070° at 16 knots gusting to 36 knots, heavy rain, thunderstorms, and frequent lightning. A convective SIGMET was valid for the accident site at the time, warning of severe or greater turbulence, severe icing, and low-level wind shear. The Terminal Aerodrome Forecast for MCO included temporary conditions with variable wind 20 knots gusting to 40 knots, 3 miles visibility, thunderstorms, and moderate rain.
The flight crew received a weather briefing at 1542 and updated observations at 1641. An HRRR model sounding indicated an unstable atmosphere with Lifted Index of -7.5 and CAPE of 3,340 J/kg. The RAOB program suggested potential surface wind gusts up to 56 knots from microburst or downburst. Terminal Doppler Weather Radar from Orlando showed a divergent wind velocity signature near the accident site at the accident time.
Wreckage and Impact
The accident occurred at the HOLD 2 position adjacent to taxiway A7. The wreckage came to rest inverted on the taxiway surface. An FAA inspector examined the wreckage and noted structural damage to both wings, the fuselage, and the empennage. The composite tail boom fractured about 4 feet aft of the rear cabin. The horizontal stabilizer and rudder separated from the vertical stabilizer.
At a salvage facility, further examination revealed that the canopy was not attached and showed crushing damage. The overroll bar had fractures consistent with overload. The distance between the middle tunnel cover and the overroll bar was measured at 29.1 inches, compared to 33.5 inches on an exemplar, indicating a loss of 4.4 inches. No damage was noted to seats or restraints. The force applied during the upset could not be determined.
Medical and Pathological Information
An autopsy by the Office of the Medical Examiner for District Nine in Orlando determined the cause of death of the pilot as cervical vertebral fracture with spinal cord trauma due to blunt force to the head and neck. Toxicological testing for ethanol and drugs was negative.