History of Flight
The flight departed Runway 5 at Daniel Field Airport (DNL) at 0712:44 eastern daylight time, destined for Tweed/New Haven Airport (HVN) in Connecticut. After liftoff, the airplane climbed at 500 ft/min at 80-90 knots calibrated airspeed. At 0713:17, the airspeed began decreasing from 90 knots and the airplane rolled left. The ground track changed at 7.4° per second, more than twice a normal-rate turn. At 0713:28, the airplane reached a maximum altitude of 725 ft mean sea level (300 ft above ground). The roll angle reached 44° left wing down at 0713:29. At 0713:36, the calculated lift coefficient peaked. At 0713:38, a sharp drop in altitude and slight speed increase occurred. The airplane crashed in a residential area about half a mile north of the departure end of Runway 5. A postaccident fire consumed most of the airframe. No distress calls from the pilot were noted. The airport used a common traffic advisory frequency that was not recorded. Home surveillance videos captured the sound of the engine running at high rpm until impact. Sound spectrum analysis indicated the engine was operating near 2,700 rpm, the rated maximum at full throttle. Witnesses reported the airplane flying very low with loud engine noise, no sputtering, and no smoke or flames observed.
Personnel Information
The pilot's logbook was not recovered. On his most recent FAA third-class medical certificate application, dated March 23, 2023, he reported 810 hours of total flight experience.
Wreckage and Impact Information
The airplane initially struck the top of a large oak tree, severing the outboard half of the left wing, which remained lodged in the tree about 60 ft above ground. All structural components were accounted for. The main wreckage came to rest upright on a residential lot against ornamental trees and shrubs. The forward fuselage and cockpit were consumed by postaccident fire, with extreme thermal damage destroying most instruments and controls. The magnetic heading from the initial tree strike to main wreckage was 240°, and the fuselage orientation was 265°. The wreckage path was about 150 ft long and 55 ft wide, with a descent angle of about 31° from tree strike to ground impact. All flight control surfaces were observed; cable continuity was partially established with multiple overload separations. Flaps were retracted. The vertical stabilizer and rudder remained attached with minor heat damage. The left horizontal stabilizer and elevator had minor impact damage and heat signatures; the right horizontal stabilizer and elevator were separated and fragmented. The left wing outboard section was removed from the tree by fire department personnel; the left aileron was bent and buckled. The right wing remained attached; its inboard half had extensive fire damage. Landing gear selector and actuators were found extended. The fuel tank selector handle and valve were in the right tank position. Approximately 12 gallons of fuel were recovered from the right tip and main tanks; the left tip tank was empty and compromised. The engine remained partially attached; top spark plugs were normal. Crankshaft continuity was confirmed, compression and suction were observed on all cylinders, and no abnormalities were noted via borescope. The turbocharger spun freely. Both magnetos sparked normally after testing. Residual fuel was present at the fuel divider; fuel injectors were clear. Engine oil filter was free of particulates. The three-blade propeller separated from the engine and exhibited extensive damage with multiple tree cuts along the wreckage path.
Medical and Pathological Information
The autopsy report from the Office of the Medical Examiner, Georgia Bureau of Investigation, determined the pilot's cause of death was inhalation of superheated products of combustion, and the manner of death was accident. Postmortem toxicology testing detected acetaminophen, naproxen, and azacyclonol (a metabolite of fexofenadine) in the pilot's blood and urine.