CEN24FA125

The two pilots departed on a personal cross-country flight in the airplane. ADS-B data showed that about 5 minutes after takeoff, the airplane climbed to about 2,550 ft msl on a south heading before it slowed to about 52 kts ground speed. The data then showed a rapid descent that exceeded 5,000 ft per minute before the data ended. The airplane was equipped with dual flight controls; however, it could not be determined which pilot was manipulating the controls at the time of the accident. Postaccident examination of the airframe revealed that the right control stick was disconnected from the stick base, and no corresponding bolt or nut was located within the wreckage. If the right control stick became disconnected during the flight, it would have prevented the right-seat pilot from controlling the airplane; however, the left-seat pilot would have retained full flight control capability. Witnesses located adjacent to the accident site reported hearing an airplane engine operating at varying power settings, followed by the sound of impact. However, aside from the disconnected control stick, postaccident examination of the airframe and engine revealed no evidence of any preimpact mechanical malfunctions or failures that would have precluded normal operation, and propeller signatures indicated that the engine was operating at the time of impact. Due to extensive fire and impact damage, not all airplane systems could be examined or tested in detail. Wreckage and impact signatures were consistent with a flat-spin impact with terrain. No evidence suggested that pilot impairment or incapacitation contributed to the accident. Based on the available evidence, the investigation could not determine the reason the pilot lost control of the airplane.

A significantly impact damaged handheld GPS unit was recovered from the wreckage. The front screen was partially attached, and the device could not be powered on. The circuit board was removed from the device, and an internal inspection revealed the unit was missing the non-volatile memory chip. No data could be recovered from this device. On March 2, 2024, about 0942 central standard time, a Globe GC-1B airplane, N2387B, was destroyed when it was involved in an accident near Afton, Minnesota. Both occupants were fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. A friend of the pilots stated that the planned destination of the flight was Granite Falls Municipal Airport (GDB), Granite Falls, Minnesota. ADS-B data for the accident flight showed that the airplane departed Lake Elmo Airport (21D), St. Paul, Minnesota, to the southeast about 0937 and climbed to about 2,550 ft mean sea level (msl). About 0939, the airplane turned on a south course and continued in that general direction until the data ended at 0942 (see figure 1). Near the end of the recorded data, the airplane’s ground speed slowed to about 52 kts and its altitude decreased to about 1,325 ft msl over a period of about 14 seconds, equivalent to a descent rate of about 5,300 ft per minute. The last data point was adjacent to where the wreckage was found, near the peak of a hill (see figure 2). A witness that was outside his house about 600 ft north of the accident site saw the plane in a “quick nosedive” and disappear. He heard the crash and ran to the scene to try to provide aid. The owner of the property where the airplane impacted terrain stated that he was in the house at the time of the accident and heard an “exceptionally” loud airplane. He stated that the engine was steady and loud, followed by 1-2 seconds of silence, then 1-2 seconds of engine noise, then it “went quiet” again. He then heard “snapping and cracking,” followed by an “explosion.” He then ran outside and called emergency services. Another witness stated that he was inside his house, about 700 ft northeast of the accident site at the time of the accident. He stated that he heard a loud airplane that sounded much lower than it should have been, and that the engine sounded like it was going back and forth from high rpm to low rpm multiple times before he heard the “thud” of the crash. Figure 1. Flightpath. Figure 2. Final recorded ADS-B data points. An autopsy of the left-seat pilot was performed by the Ramsey County Medical Examiner. According to the autopsy report, the cause of death was multiple traumatic injuries, and the manner of death was accident. An autopsy of the right-seat pilot was performed by the Ramsey County Medical Examiner. According to the autopsy report, the cause of death was multiple traumatic injuries, and the manner of death was accident. The fuselage exhibited significant thermal damage and was mostly consumed by postimpact fire. Thecockpit was mostly consumed by postimpact fire. The left control stick was installed and intact. The right control stick and attachment hardware were not initially located at the accident scene. The control stick was later identified; the control stick socket exhibited forward deformation consistent with impact forces, the attaching through-bolt hardware was not found, and the bolt holes did not exhibit damage. The control stick system was continuous to its termination at the bell cranks. All control bell cranks sustained significant thermal damage. The instrument panel, instruments, and engine controls exhibited significant crush and thermal damage. Both wings exhibited accordion crush damage. All fuel tanks exhibited forward hydroforming damage and were ruptured. Both ailerons were attached, and control cables were continuous to their respective bell crank terminations. The flap control pushrods were continuous to the fuselage where they were separated, consistent with overload. The flap actuator was found detached in the wreckage, in a full extended position, which corresponded to a flaps retracted position. The landing gear were in the retracted position and the left main landing gear were impact separated at the strut barrel. The empennage was mostly intact but separated from the fuselage. Control cable continuity was established from the control surfaces to their respective bell crank terminations and pedals. The right horizontal stabilizer was bent upward near its root, and the left horizontal stabilizer was bent downward near its root. The elevator trim tab actuator was observed to be in a 17° tab up (airplane nose down) position. The vertical stabilizer and rudder were unremarkable. The engine was attached to the engine mount; the mount sustained significant thermal and impact damage and was mostly separated from the firewall. Thumb compression could not be obtained on the cylinders because crankshaft rotation was limited to about 30°. Both magnetos and the engine fuel pump, propeller governor, oil sump, and fuel servo exhibited significant thermal and impact damage and could not be tested. The engine was disassembled by investigators. The camshaft was manually rotated, and it and the valvetrain were unremarkable. The cylinders and fuel injectors were unremarkable. The No. 2 (center) main bearing exhibited wear and light radial scoring. The crankshaft was bent at the No. 1 and No. 2 rod journals.The case at the No. 2 bearing support exhibited significant scoring on the forward face. The propeller remained attached to the engine. The cylinder and piston were impact separated from the propeller assembly. Both blades exhibited chordwise/rotational scoring. One blade was bent opposite the direction of rotation and was twisted to low pitch. Both blades were bent aft. The blade retention pocket for one blade was fractured in the aft/trailing edge quadrant. Fuel records indicated that the pilot purchased 9.1 gallons of 100LL aviation fuel at0918 on the day of the accident flight.