N2643C

[ This factual report was modified on January 26, 2010 ]

HISTORY OF FLIGHT

On December 7, 2007, at 2117 central standard time (unless otherwise noted, all times are in central standard time based on a 24 hour clock) , a Cessna R182, N2643C, registered to Cherry Tree Aviation LLC and operated by Executive Flight Center, collided with trees and terrain during an uncontrolled descent near Woodland, Alabama. The instructional flight was conducted under visual flight rules (VFR), at night, under the provisions of Title 14 Code of Federal Regulations (CFR) Part 91. Marginal VFR conditions prevailed at the time of the accident, and no flight plan was filed. The certified flight instructor (CFI) and student pilot were fatally injured, and the airplane was destroyed. The flight originated from Orlando Executive Airport, Orlando, Florida at 1948 eastern standard time (est)

Review of a transcript between the pilot and the Federal Aviation Administration (FAA) Nashville Federal Contract Facility, Automated Flight Service Station (AFSS) revealed that the CFI called the AFSS at 0147 and filed an instrument flight plan to fly from Alabama to Florida (the leg preceding the accident flight). The telephone call was terminated at 0150. The flight departed Madison County Executive/Tom Sharp Jr. Field at 0227 and arrived uneventfully at Orlando Executive Airport, Orlando, Florida, at 0645 est.

According to the line supervisor at Shelt Air, a fixed based operator at the Orlando Executive Airport, the airplane was refueled with 61.2 gallons of 100 low lead aviation fuel after arrival. The CFI requested a courtesy car so she could take the student pilot to a hotel to attend a conference, and that she was going to get some rest after she returned. Both the CFI and the student pilot departed in the courtesy car, and the CFI returned at 0900 est. The line supervisor stated the CFI went to the crew room and appeared to be sleeping in a lounging chair with a blanket for about 2 to 4 hours. The line supervisor then observed the CFI eating pizza that was delivered to Shelt Air as a part of customer appreciation day at about 1230 est, and she also received a courtesy massage.

The CFI asked if she could use the courtesy car later in the afternoon to pick up the student pilot. The courtesy car was not available, so the CFI rented a car at 1715 est. The rental car was returned about 1900 est.

No record of a formal weather briefing, or a filed flight plan, for the accident flight back to Alabama was found.

Recorded radar data from the accident flight was requested, obtained, and analyzed by the NTSB. Two radar data files were used. One was provided by the United States Air Force and contained target records from multiple radar sites in the eastern United States. The FAA supplied a second radar data file containing targets from Atlanta Terminal Radar Approach Control, obtained from a radar sensor located at Columbus, Georgia (CSG).

Radar coverage collectively provided by these sites documented the flight path of the accident flight from departure until loss of data at 2105 (12 minutes before the accident). The radar coverage was virtually continuous, with no indication of erratic transponder operation. Data from radar sensors located at Marietta, Georgia; Haleyville, Alabama; and Montgomery, Alabama, were reviewed but provided no additional target information on the aircraft between loss of contact and the accident site.

Altitude reports in the Air Force radar data file were uncorrected mode C reports (pressure altitude). The local altimeter setting at ORL was 30.28 in.Hg when N2643C departed. The altimeter setting at Valdosta, Georgia, at 2009 (approximately the time that N2643C passed southwest of the Valdosta Airport) was 30.29 in.Hg. The Anniston, Alabama 2100 altimeter setting was 30.23 in.Hg. As mode C altitude reports are quantified in 100-foot increments, these altimeter settings indicate that the pressure altitude reported by the aircraft during the flight would be increased 300 to 400 feet to convert pressure altitude to true altitude (based on the ORL altimeter setting).

N2643C was operating under visual flight rules and did not receive any air traffic control (ATC) services after departure from ORL. The transcript of ATC communications with N2643C shows that the pilot was cleared for takeoff at 1948 est and directed to turn left northwest-bound after departure. At 2005 est, the tower controller instructed the pilot to set the aircraft’s transponder to code 1200. The pilot responded, “Sorry about that,” indicating that he may have forgotten to turn the transponder on when departing. There were no further radar-related exchanges between the pilot and ATC during the accident flight.

Review of recorded data from an Air Force radar site located at Cape Canaveral, Florida shows an aircraft on code 1200 departing ORL at 2050 est and leaving the area to the northwest. There are no other aircraft with those characteristics leaving ORL at that time. The track proceeded northwest toward Gainesville, where the aircraft turned to the west and passed just west of the Gainesville Regional Airport class D airspace. The track then resumed a northwest heading, making another slight turn and passing just west of the Valdosta Regional Airport class D airspace. The aircraft turned toward the north and then back to the northwest, passing through the east side of the Benning Military Operations Area. The last target associated with N2643C was seen at 2105 by the CSG radar, approximately 40 nautical miles southeast of the accident site. The exact route flown from loss of contact to the accident site is unknown; however, the accident site was located along an extended line from the last radar contact.

A witness who lived in the vicinity of the crash site stated he heard an airplane fly over his house between 2115 to 2130, with the power at a high rpm. A short time later, he heard an impact and immediately called the emergency 911 operators to report the accident. No eyewitnesses or other ear witnesses were identified during the investigation. Bethel East Volunteer Fire Department personnel located the wreckage at 2237.

PERSONNEL INFORMATION

The Certified Flight Instructor (CFI)

The CFI, age 28, held an FAA commercial pilot certificate issued on December 18, 2003, with ratings for airplane single and multiengine land, and instrument airplane. She also held a flight instructor certificate issued on December 30, 2006, with ratings for airplane single and multiengine land, and instrument airplane. The CFI held an FAA first class medical certificate issued on February 26, 2007, with no restrictions.

The CFI reported on her application for the medical certificate that she had accumulated 1,600 total flight hours. Review of her logbook revealed the flight time entries were not totaled, and numerous pages had yellow sticky notes with flight time entries. The last recorded entry in the logbook was on December 6, 2007. The CFI's last recorded night flight was on November 29, 2007, and she had logged 1.6 hours of night flight in the last 90 days. The CFI had flown 19.8 hours in the last 30 days, and 89.4 hours in the last 90 days. Her last flight review and total flight time in the Cessna R182 could not be determined. The CFI's last certified flight instructor renewal was conducted on December 30, 2006.

The Student Pilot

The student pilot, age 36, held a third class medical and a student pilot certificate issued on May 25, 2007, with no restrictions. The student pilot's logbook revealed his last recorded flight was on November 9, 2007. No flights were recorded in a Cessna R182. The student pilot had a total of 23.8 hours, of which 30 minutes were in the Cessna 172 and 23.3 hours were an American Champion. The pilot had flown 2.9 hours in the last 30 days and 8.2 hours in the last 90 days.

AIRCRAFT INFORMATION

The four seat, single-engine, high-wing airplane, serial number (S/N) R18200190, was manufactured in 1978. It was powered by a Lycoming O-540-J3C5D, 235 horsepower reciprocating engine, and it was equipped with a McCauley model B2D34C214/90DHB-8 constant speed propeller.

A review of the aircraft logbook revealed the last entry was on November 29, 2007, and the tachometer indicated 3425.9 hours. The last annual inspection was conducted on February 23, 2007, and the tachometer and airframe total time was 3,163.7 hours. The last 100-hour inspection was conducted on October 6, 2007, and the tachometer indicated 3,363.6 hours. As of the last entry in the aircraft logbook, the airplane had flown 62.3 hours since the last inspection. A major engine overhaul was conducted on January 15, 1997, at tachometer time 2056.8 hours, and the total time on the engine was 2,056 hours. The total time on the engine since the major overhaul, as of November 29, 2007, was 1,369.1 hours. The last oil change was conducted on November 7, 2007 and the tachometer indicated 3,420.7 hours.

The last pitot static and transponder test was conducted September 28, 2007, and the tachometer indicated 3,372.1 hours. Work Order 290-11-2007 was submitted on November 29, 2007 for an erratic transponder problem. A pitot static and transponder verification test was completed and the transponder was found to be within limits. The tachometer and Hobbs meter were not located at the crash site and the total airframe and engine times were not determined.

METEOROLOGICAL INFORMATION

Surface Weather Observations.

The surface weather observation at the airport in Columbus, Georgia (KCGS), located between 15-20 nautical miles west of radar targets identified where the accident aircraft altitude was between 2100-2400 feet msl, about 2045, were as follows: broken ceiling at 2,400 feet agl (2,800 feet msl), with another broken layer at 2,900 feet agl, and overcast at 6,000 feet agl. Visibility was reported to be 6 statute miles with haze. MVFR conditions prevaile...