N239WD

On August 13, 2023, at 1128 eastern daylight time, a Scoda Aeronautica Ltda Super Petrel LS, N239WD, was substantially damaged when it was involved in an accident near Hickory, North Carolina. The private pilot/owner and the student pilot passenger were fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

A review of automatic dependent surveillance-broadcast (ADS-B) data revealed the airplane departed Hickory Regional Airport (HKY) Hickory, North Carolina, about 1120. The airplane flew northeast toward Lake Hickory at an altitude of about 1,600 ft mean sea level (msl) and a groundspeed of about 98 knots.

After arriving over Lake Hickory, the airplane turned left to the west and descended to about 900 ft msl before the ADS-B data ended. About that time, a witness recorded the airplane performing a touch-and-go landing on the water. A short time later, several other witnesses observed the airplane flying “unusually low” and “in a highly banked angle” over the water. Another witness, who was on his boat dock located about 100 yards northwest of a set of energized powerlines that spanned the lake, reported the airplane flying level about 100 to 200 ft above the water toward the powerlines. As the airplane approached the powerlines, it appeared to take a “sudden” nose-down attitude before it impacted the powerlines. There was an explosion and the airplane then tumbled into the water. The collision with the powerlines resulted in a power outage to the surrounding community of 18,000.

Postaccident examination of the airplane revealed the plexiglass windshield/canopy was missing due to impact damage and the entire cockpit area was exposed. Striations consistent with contact with a power line cable were observed embedded on the left side of the dashboard. Deep gouging and striation marks were also observed from the top left area of the fuselage out toward the left-wing root and continued down the left side of the fuselage. The left wing had separated from impact and the composite material (fabric) was melted and shriveled along the inboard portion of wing. Heat-damaged wing material was also observed hanging from where the wing had separated from the airframe. The right wing had been removed by salvage personnel and did not appear to be damaged. The tail section remained attached to the airplane, but the left horizontal stabilator was deflected down from impact. Flight control continuity was established for both horizontal stabilizers by manual manipulation of both control sticks. Continuity was confirmed to the wing root area for both wings when the control sticks were moved. The rudder pedals were partially jammed due to impact, but some movement was achieved to the rudder when the pedals were manipulated. A light coat of soot was observed on the engine pylon, cowling, spinner, and portions of the fuselage.

The engine remained secure to the airframe and was undamaged. The three bladed propeller remained secure to the engine and all three blades were secure in the hub. The outer half of one blade was missing and the remaining portion of blade exhibited some gouging. The other two blades were intact and exhibited gouging. The engine crankshaft was manually rotated via the propeller. Thumb compression and valvetrain continuity were established to each cylinder. Fuel and some water were noted in each carburetor bowl.

No preimpact deficiencies or malfunctions were noted with the airframe or engine that would have precluded normal operation at the time of impact.

The North Carolina Office of The Chief Medical Examiner, Wake Forest Baptist Medical Center, performed the autopsy on the pilot and determined that the manner of death was blunt trauma resulting in accidental death.

Toxicological testing performed on specimens from the pilot by the Federal Aviation Administration’s (FAA) Bioaeronautical Sciences Research Laboratory, Oklahoma City, Oklahoma, were negative for medications or drugs that would have posed a hazard to flight safety.

Power and transmission lines are typically not published on an aeronautical map unless they are over 200 ft tall and then only used for navigation. No altitudes are charted for individual towers and their depiction is intended to help navigation by pilotage or using visual landmarks outside of the airplane. The Federal Aviation Administration designated these in the Aeronautical Chart User's Guide as "power transmission and telecommunication lines."