N8178Y

HISTORY OF FLIGHTOn December 6, 2020, about 0625 central standard time, a Piper PA32 airplane, N8178Y, was destroyed when it was involved in an accident near Windom, Minnesota. The private pilot was fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

According to video at Windom Municipal Airport (MWM), which was not equipped with a control tower, the pilot taxied to runway 35 about 0606. The pilot entered the runway, then exited and taxied back to the runway hold short line. According to air traffic control (ATC) recordings, the pilot activated his previously filed instrument flight rules (IFR) flight plan and obtained an IFR clearance that included a climb to 7,000 ft mean sea level (msl) and a right turn direct to Warren County Memorial Airport (RNC), McMinnville, North Carolina.

According to radar data, the airplane departed runway 35 about 0621 and made multiple turns starting at 0623:24. The last ATC radar data was recorded at 0625:12 near the accident site, which was about 2.5 miles north of Runway 35. (see figure 1). The radar returns did not include the airplane’s altitude. No radio communications from the pilot were received by ATC.

Figure 1. Radar Data of Accident Airplane’s Flight Track

PERSONNEL INFORMATIONReview of the pilot’s logbook revealed that his initial flight in the accident airplane occurred on August 29, 2019. The last instrument approach flown was recorded by the pilot on June 29, 2020, which was the only instrument approach recorded during the 6 months preceding the accident.

METEOROLOGICAL INFORMATIONA review of weather radar imagery did not identify any pertinent reflectivity in the accident region and there were no convective or non-convective SIGMET advisories applicable to the accident location and at the accident time.

WRECKAGE AND IMPACT INFORMATIONThe airplane impacted a plowed field on an easterly heading about 2.5 miles from the end of runway 35 and slightly west of the extended runway centerline. The initial impact point included portions of the right wing position light and the debris path was about 220 ft long, consistent with a low-angle, high-energy impact.

The engine crankcase was fractured in multiple locations, which prevented rotation of the engine. The three-bladed propeller remained attached to the crankshaft propeller flange. All three blades were bent aft near the hub and exhibited twisting and bending along their spans.

The stabilator trim screw was in a position that corresponded to a full nose-up trim setting. The main landing gear remained attached to the wing and appeared to be in the extended position.

The instrument panel was destroyed with only small pieces identified. Three gyro instruments that were identified had scoring on the gyro mass and adjacent housing that was consistent with rotation at impact.

No preimpact anomalies were noted that would have precluded normal operation of the airplane.

ADDITIONAL INFORMATIONThe Federal Aviation Administration (FAA) Civil Aeromedical Institute's publication, "Introduction to Aviation Physiology," defines spatial disorientation as a "loss of proper bearings; state of mental confusion as to position, location, or movement relative to the position of the earth." This document lists flight factors contributing to spatial disorientation: changes in angular acceleration, flight in IFR conditions, low-level flight over water, frequent transfer from VFR to IFR conditions, and unperceived changes in aircraft attitude. This document concludes with, "anytime there is low or no visual cue coming from outside of the aircraft, you are a candidate for spatial disorientation."

The FAA's Airplane Flying Handbook, FAA-H-8083-3A, describes some hazards associated with flying when the ground or horizon are obscured. The handbook states, in part:

The vestibular sense (motion sensing by the inner ear) in particular tends to confuse the pilot. Because of inertia, the sensory areas of the inner ear cannot detect slight changes in the attitude of the airplane, nor can they accurately sense attitude changes that occur at a uniform rate over a period of time. On the other hand, false sensations are often generated; leading the pilot to believe the attitude of the airplane has changed when in fact, it has not. These false sensations result in the pilot experiencing spatial disorientation.

MEDICAL AND PATHOLOGICAL INFORMATIONToxicology testing identified citalopram and its metabolite, N-desmethylcitalopram, in the pilot’s liver tissue, but not in muscle tissue. Citalopram is an antidepressant that has not been shown to cause intellectual or psychomotor impairment. However, it is a psychoactive drug and carries a warning about the operation of machinery until the patient is convinced that the use of the drug does not interfere with their performance.

In 2013, the pilot reported using an antidepressant and had undergone a review of his diagnosis of depression and its treatment and received a special issuance certificate. During subsequent medical certification, the pilot reported he was no longer taking the antidepressant medication. The pilot’s wife reported that the pilot was in good spirits during the months before the accident and that he was looking forward to meeting with a professional football player at the destination.