History of Flight
On November 14, 2023, about 1409 eastern standard time, a Piper PA-28-180, registration N7806W, was destroyed when it struck terrain near Micanopy, Florida. The pilot, the sole occupant, was fatally injured. The flight was conducted under Title 14 Code of Federal Regulations Part 91 as a personal flight.
According to air traffic control (ATC) records, before departure from Kissimmee Gateway Airport (ISM), the ground controller reported that the weather was IFR with a broken ceiling at 800 ft agl. Shortly after, updated conditions indicated few clouds at 800 ft agl, and a taxi clearance was issued. The airplane departed ISM about 1245.
ADS-B data showed the airplane flew north, initially climbing to 3,500 ft msl and remaining between 2,900 and 3,500 ft msl until about 1314, when it descended to 2,000 ft msl. About 1322, it further descended to 800 ft msl. About 1331, a brief turn east was followed by a left turn back to north. Subsequently, between 1335 and the last data point at 1409, the airplane performed erratic 360° turns and numerous climbs and descents, reaching a maximum altitude of 6,900 ft msl and a minimum of 500 ft msl. The data ended after two tight, left 360° turns in a steep descent exceeding 5,000 ft per minute. The main wreckage was located about 650 ft northeast of the final data point.
During the maneuvering, the pilot called "mayday" and stated he was "lost in weather." ATC attempted to provide radar vectors toward better weather and suggested control inputs. The pilot reported that multiple instruments had failed, specifically the vacuum-driven attitude indicator and the electrically-driven turn and bank indicator. He also reported that he "mistakenly flew into weather," that it was "completely white," and that he could not see anything outside. At one point, he stated he thought he was "upside down."
Personnel Information
According to FAA records, the pilot held a private pilot certificate with a single-engine land rating but no instrument rating. His logbook, covering September 2020 to February 2023, showed no flight time in the accident airplane. He had logged a total of 2.2 simulated instrument hours and 1 hour in actual instrument conditions, with the most recent instrument hours logged on January 30, 2021.
Aircraft Information
The pilot purchased the airplane on October 31, 2023. The most recent annual inspection was completed on October 28, 2022, at an airframe total time of 3,554.1 hours. A pre-buy inspection on May 11, 2023, found several discrepancies, including that the attitude indicator had failed. There were no logbook entries indicating the attitude indicator was repaired or replaced before the accident.
Meteorological Information
Weather near the accident site was obtained from Gainesville Regional Airport (GNV) and Williston Municipal Airport (X60). A special observation at GNV at 1412 reported visibility 2 miles in moderate rain and mist, few clouds at 1,600 ft agl, and ceilings broken at 4,500 ft agl and overcast at 9,000 ft agl. Observations at X60 at 1355 reported visibility 10 miles or more and an overcast ceiling at 700 ft agl. Neither report met VFR minima (1,000 ft ceiling and 3 miles visibility).
Between 1030 and 1500, 32 pilot reports (PIREPs) within 100 miles of GNV below 12,500 ft indicated 19 reports with cloud bases below 3,000 ft (MVFR) and 4 reports of IFR or LIFR conditions. One PIREP over Ocala VOR reported overcast at 800 ft. An atmospheric sounding indicated stratus clouds with bases about 600 ft agl and an overcast layer of nimbostratus at 1,000 ft agl with tops near 16,200 ft near the accident site at 1400.
The National Weather Service graphical forecast at departure depicted MVFR conditions with rain showers and broken clouds with bases 1,600 to 4,000 ft. A graphical AIRMET for IFR conditions covered part of the route. The GNV Terminal Aerodrome Forecast issued at 1240 expected temporary visibility 4 miles in moderate rain showers and mist with ceilings broken at 1,000 ft agl between 1300 and 1700. The pilot did not contact flight service and did not file a flight plan or review weather via ForeFlight on the day of the accident.
Wreckage and Impact Information
The airplane came to rest in a heavily wooded area in a 4-ft-deep crater at an elevation of 100 ft msl. It struck several trees before impacting sandy terrain. All major components were located near the main wreckage. The fuselage was fragmented, and the cabin was crushed forward. Flight control continuity was established through multiple cuts and separations consistent with overload. The right wing separated at the root; the left wing was fragmented. The empennage separated, with the stabilator and trim tab remaining attached. All damage was consistent with impact forces.
Examination of the attitude indicator revealed rotational scoring on the gyroscope; the electric turn and bank indicator showed vertical scoring. The compass was separated but its float moved when manipulated. The engine remained attached; the crankshaft could not be rotated. The propeller flange was bent but attached. Spark plugs were light gray with normal wear. The carburetor bowl did not contain fuel, but floats exhibited hydraulic deformation consistent with fuel at impact. The propeller showed tip tearing, chordwise scratching, and S-bending, consistent with engine power at impact. A 2-inch-diameter branch cut at a 45° angle was found nearby.
Medical and Pathological Information
An autopsy determined the cause of death as multiple blunt traumatic injuries, with the manner of death accident. Toxicology testing detected carboxy-delta-9-tetrahydrocannabinol (a non-psychoactive metabolite of cannabis) in cavity blood but not in liver tissue. Delta-9-THC (the psychoactive component) was not detected.