Lutz, FL, USA
N2895U
PIPER PA-28RT-201
The pilot had recently purchased the airplane, and did not possess an instrument rating. Additionally, there was no record of the pilot obtaining a weather briefing from flight service or direct user access terminal before departing on a long cross-country flight; the ceiling at the departure airport ranged from 400 feet to 600 feet overcast. The wreckage was located the following day about 3 miles from the departure airport. Radar data revealed that the airplane flew for about 2 minutes after takeoff, with varying headings and altitudes, before beginning a left descending turn near the accident site. The majority of wreckage had been consumed by a postcrash fire and examination of the wreckage did not reveal any preimpact mechanical malfunctions. Given the low-visibility conditions, the pilot's lack of an instrument rating and instrument proficiency, and the radar data showing varying altitudes and headings shortly after takeoff, it is likely that the pilot experienced spatial disorientation and a subsequent loss of control. Toxicological testing of the pilot revealed therapeutic levels of a prescription pain medication (Hydrocodone). The investigation could not determine if the pain medication was impairing at the time. Further, the circumstances of the accident are more consistent with spatial disorientation rather than impairment.
HISTORY OF FLIGHTOn February 24, 2013, about 0814 eastern standard time, a Piper PA-28RT-201, N2895U, operated by a private individual, was destroyed when it collided with terrain, shortly after takeoff from Tampa North Aero Park (X39), Lutz, Florida. The private pilot was the sole occupant and was fatally injured. Instrument meteorological conditions prevailed and no flight plan was filed for the flight destined to Crossville Memorial Airport (CSV), Crossville, Tennessee. The personal flight was conducted under the provisions of Title 14 Code of Federal Regulations Part 91. The airplane was owned by the pilot and based at CSV. When the pilot did not arrive as planned, family members alerted authorities and a search was initiated. The general location of the accident site was identified utilizing signal information from the pilot's cellular telephone. With that information, a flight instructor and the airport owner from X39 conducted an aerial search of the area. Shortly after takeoff, one spotted smoke from a brush fire, and the other identified the site as an airplane accident. The accident site was located about 3 miles northwest of X39, on February 25, 2013, about 1500. Review of radar data provided by the Federal Aviation Administration (FAA) revealed that a track of targets with a 1200 transponder code, originated from runway 32 at X39 at 0812:12. The track proceeded northwest and the altitudes indicated a climb to 900 feet, followed by a descent to 500 feet near the accident site and another climb to 1,200 feet. The last three targets recorded indicated a left turn at 1,200 feet and a descent. The last target was recorded at 0814:07 about .5 mile northwest of the accident site, indicating an altitude of 0 feet. PERSONNEL INFORMATIONThe pilot held a private pilot certificate, with a rating for airplane single-engine land. The pilot did not possess an instrument rating. His most recent Federal Aviation Administration (FAA) third-class medical certificate was issued on August 20, 2012. Prior to that, the pilot's last medical certificate was issued in 1977. At the time of the most recent certificate, the pilot reported a total flight experience of 125 hours and 0 hours during the previous 6 months. The pilot's logbook was not recovered and presumed destroyed in the accident. AIRCRAFT INFORMATIONThe four-seat, low-wing, retractable tricycle-gear airplane, serial number 28R-7918207, was manufactured in 1979. It was powered by a Lycoming IO-360, 200-horsepower engine, equipped with a Hartzell constant-speed propeller. The airplane's logbooks were not located and presumed destroyed in the accident. Review of a repair station's records revealed that the airplane's most recent annual inspection was completed on November 9, 2012. At that time, the airframe and engine had accumulated 3,048.81 total hours of operation. The engine had accumulated 613.61 hours since major overhaul. The pilot subsequently purchased the airplane on November 13, 2012. METEOROLOGICAL INFORMATIONThere was no record of the pilot obtaining a weather briefing from flight service or direct user access terminals. Hernando County Airport (BKV), Brooksville, Florida, was located about 13 miles north of the accident site. The recorded weather at BKV, at 0853, was: wind 260 degrees at 6 knots; visibility 9 miles in light rain; overcast ceiling at 600 feet; temperature 22 degrees C; dew point 21 degrees C; altimeter 29.97 inches Hg. Zephyrhills Municipal Airport (ZPH), Zephyrhills, Florida, was located about 13 miles east of the accident site. The recorded weather at ZPH, at 0835, was: wind from 210 degrees at 8 knots; visibility 4 miles in mist; overcast ceiling at 400 feet; temperature 21 degrees C; dew point 21 degrees C; altimeter 29.98 inches Hg. AIRPORT INFORMATIONThe four-seat, low-wing, retractable tricycle-gear airplane, serial number 28R-7918207, was manufactured in 1979. It was powered by a Lycoming IO-360, 200-horsepower engine, equipped with a Hartzell constant-speed propeller. The airplane's logbooks were not located and presumed destroyed in the accident. Review of a repair station's records revealed that the airplane's most recent annual inspection was completed on November 9, 2012. At that time, the airframe and engine had accumulated 3,048.81 total hours of operation. The engine had accumulated 613.61 hours since major overhaul. The pilot subsequently purchased the airplane on November 13, 2012. WRECKAGE AND IMPACT INFORMATIONThe accident site was located in the Cypress Creek Preserve. The initial impact point (IIP) was identified as a tree with its top portion separated, with various components of wreckage extending from that point on a heading about 070 degrees magnetic for 210 yards. The main portion of the airplane came to rest about 170 yards beyond the IIP. The engine came to rest about 40 yards beyond the main wreckage. A fire ensued along the entire wreckage path and several acres of scrub brush were burned along with a substantial portion of the airplane wreckage, including the cockpit. Both wings had separated from the airframe and exhibited impact and fire damage. The left wing aileron and flap were segmented and impact damage while the right wing aileron and flap were destroyed by fire. Aileron cables from the left and right ailerons were traced through cable separations consistent with overload, to the cabin area. The horizontal stabiliator had separated from the vertical stabilizer. The stabilator trim setting was consistent with a slight nose-up attitude and the trim cables were separated consistent with overstress. The rudder cable pulley cluster exhibited impact damage and its respective cables had separated consistent with overload. The engine exhibited impact damage and the right case half was cracked. The No. 3 cylinder had separated from the case and the No. 1 cylinder head also separated. The propeller hub remained attached to the crankshaft and the crankshaft was bent consistent with impact forces. The crankshaft could not be rotated by hand; however, camshaft and crankshaft continuity were confirmed visually at the openings on the right crankcase half. One propeller blade separated about 4 inches from the hub and its tip was also separated. The blade exhibited s-bending and chordwise scratching. The second propeller blade remained attached to the hub and exhibited twisting, aft curling, and leading edge gouges. The third propeller blade was loose in the hub and exhibited aft curling and twisting. Examination of the wreckage did not reveal any evidence of mechanical malfunctions or failures that would have precluded normal operation MEDICAL AND PATHOLOGICAL INFORMATIONAn autopsy was performed on the pilot by the State of Florida, District Six Medical Examiner's Office, Largo, Florida, on February 26, 2013. The cause of death was noted as blunt trauma. Toxicological testing was performed on the pilot by the FAA Bioaeronautical Science Research Laboratory, Oklahoma City, Oklahoma. Review of the toxicological report revealed: "30 (mg/dL, mg/hg) Ethanol detected in Blood (Cavity) 28 (mg/dL, mg/hg) Ethanol detected in Brain NO ETHANOL detected in Muscle N-Propanol detected in Blood (Cavity) N-Propanol detected in Brain… 0.131 (ug/mL, ug/g) Dihydrocodeine detected in Liver Dihydrocodeine detected in Kidney Dihydrocodeine detected in Blood (Cavity) 0.281 (ug/ml, ug/g) Hydrocodone detected in Liver 0.118 (ug/ml, ug/g) Hydrocodone detected in Blood (Cavity) Hydrocodone detected in Kidney" Putrefaction was noted as yes. ADDITIONAL INFORMATION Review of FAA Advisory Circular 60-4A revealed: "The attitude of an aircraft is generally determined by reference to the natural horizon or other visual references with the surface, if neither horizon or surface references exist, the attitude of an aircraft must be determined by artificial means from the flight instruments. However, during periods of low visibility, the supporting senses sometimes conflict with what is seen, when this happens, a pilot is particularly vulnerable to disorientation. The degree of disorientation may vary considerably with individual pilots, Spatial disorientation to a pilot means simply the inability to tell which way is up."
The noninstrument-rated pilot’s decision to attempt a visual flight rules flight in instrument meteorological conditions, which resulted in spatial disorientation and a loss of aircraft control. Contributing to the accident was the pilot’s lack of instrument experience.
Source: NTSB Aviation Accident Database
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