CEN10LA041

The non-instrument rated pilot departed the airport and was observed flying less than 100 feet above ground level. The airplane then made a left turn back toward the airport and continued into fog or a low cloud layer. It subsequently spiraled nose-down into the ground and there was an immediate postimpact fire followed by an explosion. A postaccident examination revealed no evidence of preimpact mechanical malfunction with the airplane that would have precluded normal operation. The weather in the area at the time of the accident was reported by witnesses as low clouds and poor visibility in fog. Federal Aviation Administration guidance indicates that spatial disorientation can occur when there is no natural horizon or surface reference, such as a night flight in sparsely populated areas similar to that of the accident area and conditions. Based on the wreckage and the visual reference conditions present at the time of the accident it is likely that the pilot experienced spatial disorientation.

HISTORY OF FLIGHT On November 7, 2009, at 0800 central standard time, a Wicks Air Center LLC, Hornet, N651WA, registered to and operated by the private pilot, collided with the ground near Bonham, Texas. The personal flight was operated under the provisions of 14 Code of Federal Regulations Part 91 with no flight plan filed. Instrument meteorological conditions prevailed. The pilot and passenger were fatally injured, and the airplane was destroyed. The flight departed Jones Field Airport (F00), Brenham, Texas, approximately 0755. Several witnesses reported that the airplane appeared to be flying less than 100 feet above ground level (AGL), when the airplane flew into fog or low hanging clouds. Less than a mile northeast of the F00 airport, the airplane made a left turn toward the airport when witnesses saw it “suddenly spiral nose down” into the ground. There was an immediate post-impact fire followed by an explosion. PERSONNEL INFORMATION The pilot, age 57, held a private pilot certificate for airplane, single-engine land; his third-class medical certificate was issued August 12, 2009, with no limitations. Federal Aviation Administration (FAA) records revealed that the pilot was not instrument rated. The pilot's logbook was not recovered for examination. Based on information from aircraft logbooks and FAA medical records, his total flight experience was estimated at 840 hours, with an estimated 70 hours of experience in the accident airplane. AIRCRAFT INFORMATION The single-engine, two-seat, high-wing, fixed-gear, amateur built, experimental light sport airplane, serial number 0048, was manufactured in 2005. It was powered by a Rotax 582UL 65-hp engine driving a Warp Drive ground-adjustable propeller. The airplane was not equipped for instrument flight. A review of maintenance logbook records showed a condition inspection was completed January 12, 2008, at an airframe total time of 56 hours. At the time of the accident the airplane had accumulated an estimated 126 hours. METEOROLOGICAL INFORMATION At 0753, the automated surface observing system (ASOS) at Collin County Regional Airport (TKI), McKinney, Texas, located approximately 27 miles west of the accident site, reported the wind from 190 degrees at 7 knots, visibility 2 statute miles, overcast clouds at 300 feet, temperature 14 degrees Celsius, dew point 14 degrees Celsius, and an altimeter setting of 30.11 inches of Mercury. At 0755, the ASOS at Cox Field Airport (PRX), Paris, Texas, located approximately 36 miles east of the accident site, reported the wind from 170 degrees at 8 knots, visibility 3 statute miles, overcast clouds at 900 feet, temperature 16 degrees Celsius, dew point 14 degrees Celsius, and an altimeter setting of 30.12 inches of Mercury. At 0803, the ASOS at Majors Airport (GVT), Greenville, Texas, located approximately 33 miles southeast of the accident site, reported the wind from 190 degrees at 10 knots, visibility 5 statute miles, overcast clouds at 700 feet,temperature 16 degrees Celsius, dew point 15 degrees Celsius, and an altimeter setting of 30.14 inches of Mercury. Witnesses at the accident scene reported fog and clouds lower than 100 feet AGL. One witness describing the fog said “it was really foggy; we wondered how the pilot could see.” Another witness said it was very foggy, but he “could see across the street.” WRECKAGE AND IMPACT INFORMATION The wreckage was located in the back yard of a rural residence and approximately 150 feet from the house. Trees and power lines 100 feet east of the wreckage were not damaged. The upright fuselage was oriented along an approximate 235-degree magnetic bearing. Both wings had crushing damage on their leading edges and were partially separated and displaced aft. The wing struts, ailerons, elevators, rudder, and flaps remained attached to their respective mounting locations. Flight control continuity was partially confirmed except for the areas in the cockpit and fuselage area where thermal damage prevented that examination. The cockpit, forward section of the fuselage, the inboard sections of both wings, and both propeller blades were nearly consumed by the post-impact fire. The cooling hoses and radiator could not be inspected because of the post-impact thermal damage. The thermally damaged engine and propeller were separated from the airframe and found approximately 10 feet from the fuselage. A separated propeller drive cog belt was found adjacent to the left rear section of the tail. The separated cog belt was not thermally damaged. A visual inspection of pistons via the exhaust ports showed no physical scoring of the cylinder walls. No evidence of any prior, or existing, piston seizure was found. The cylinder heads were undamaged, other than burnt carbon and melted O-ring material from the cylinder head sealing rings. The spark plugs were still attached and the electrodes exhibited normal wear. The piston rings were all intact with no evidence of breakage or damage. The pistons and cylinders showed no signs of pre-impact engine overheat damage. The FAA inspector that responded to the scene found no pre-impact anomalies of the airplane or engine that would have precluded normal operations. MEDICAL AND PATHOLOGICAL INFORMATION An autopsy was performed on the pilot on November 8, 2009, by the Collin County Medical Examiner, McKinney, Texas, as authorized by the Precinct 1, Justice of the Peace, Fannin County, Texas. The autopsy findings listed the specific injuries. Forensic toxicology was performed on specimens from the pilot and the passenger by the FAA Bioaeronautical Sciences Research Laboratory, Oklahoma City, Oklahoma. The toxicology reports were negative for tested drugs. ADDITIONAL INFORMATION According to FAA-H-8083-15A, "Instrument Flying Handbook," “An obscured horizon…. can provide inaccurate visual information, or false horizon, for aligning the aircraft correctly with the actual horizon. The disoriented pilot may place the aircraft in adangerous attitude.” “Flying into fog can create an illusion of pitching up. Pilots who do not recognize this illusion will often steepen the approach quite abruptly.” According to FAA Advisory Circular 60-4A "Pilot's Spatial Disorientation," "Surface references and the natural horizon may at times become obscured, although visibility may be above visual flight rule minimums. Lack of natural horizon or surface reference is common on over-water flights, at night, and especially at night in extremely sparsely populated areas or in low visibility conditions. A sloping cloud formation, an obscured horizon, a dark scene spread with ground lights and stars, and certain geometric patterns of ground lights can provide inaccurate visual information for aligning the aircraft correctly with the actual horizon. The disoriented pilot may place the aircraft in a dangerous attitude."