# NTSB ERA22FA014: Piper PA-24-260, N9126P, Blairsville, GA, October 13, 2021 - Type: NTSB accident investigation - Classification: Accident · Fatal · Class 3 · Field · Final report - Date: October 13, 2021, 08:16 local (12:16 UTC) - Place: Blairsville, GA · Banks of Nottely Lake - Coordinates: 34.88107, -83.99402 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=34.8811&lon=-83.9940&mi=10 - Phase of flight: [Initial climb](https://openairdocs.org/ntsb-phases/350) (OpenAirDocs' grouping) - Defining event: [Initial climb: Loss of control in flight](https://openairdocs.org/ntsb-events/240) - Highest injury: Fatal - Injuries: 1 fatal - Status: Completed - Report: Approved by Office Director - Investigation class: Class 3 - NTSB office: Eastern Region Aviation - Parties: Lycoming Engines, FAA/FSDO, Piper Aircraft - NTSB case key (mKey): 104097 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=ERA22FA014 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/104097/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=104097 - Page: https://openairdocs.org/ntsb/ERA22FA014 ## Probable cause The pilot’s decision to commence the flight in low IFR weather conditions, and making immediate turns after takeoff in IMC, resulting in spatial disorientation and a loss of airplane control. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Performance/control parameters: altitude](https://openairdocs.org/ntsb-findings/01062012): Aircraft › Aircraft oper/perf/capability · Not attained/maintained (probable cause); cases with it: [Piper PA-24-260, 2 cases](https://openairdocs.org/ntsb-findings/01062012/cases.md?model=7102406), [All aircraft, 1,310 cases](https://openairdocs.org/ntsb-findings/01062012/cases.md) - [Info processing/decision: decision making/judgment](https://openairdocs.org/ntsb-findings/02041520): Personnel issues › Action/decision · Pilot (probable cause); cases with it: [Piper PA-24-260, 6 cases](https://openairdocs.org/ntsb-findings/02041520/cases.md?model=7102406), [All aircraft, 3,098 cases](https://openairdocs.org/ntsb-findings/02041520/cases.md) - [Ceiling/visibility/precip: fog](https://openairdocs.org/ntsb-findings/03035055): Environmental issues › Conditions/weather/phenomena · Decision related to condition (probable cause); cases with it: [Piper PA-24-260, 2 cases](https://openairdocs.org/ntsb-findings/03035055/cases.md?model=7102406), [All aircraft, 78 cases](https://openairdocs.org/ntsb-findings/03035055/cases.md) - [Perception/orientation/illusion: spatial disorientation](https://openairdocs.org/ntsb-findings/02022025): Personnel issues › Psychological · Pilot (probable cause); cases with it: [Piper PA-24-260, 2 cases](https://openairdocs.org/ntsb-findings/02022025/cases.md?model=7102406), [All aircraft, 358 cases](https://openairdocs.org/ntsb-findings/02022025/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Initial climb: Loss of control in flight](https://openairdocs.org/ntsb-events/240) (defining event); cases with it: [Piper PA-24-260, 7 cases](https://openairdocs.org/ntsb-events/240/sequence.md?model=7102406), [All aircraft, 5,002 cases](https://openairdocs.org/ntsb-events/240/sequence.md) - [Uncontrolled descent: Collision with terr/obj (non-CFIT) ](https://openairdocs.org/ntsb-events/470); cases with it: [Piper PA-24-260, 24 cases](https://openairdocs.org/ntsb-events/470/sequence.md?model=7102406), [All aircraft, 10,189 cases](https://openairdocs.org/ntsb-events/470/sequence.md) ## Analysis The private pilot arrived at the airport for an instrument flight rules (IFR), cross-country flight to find a low ceiling and thick fog conditions prevailing. He waited for the weather to improve; however, he elected to depart when the ceiling was 200 ft and the visibility was ¼ mile in fog. The published departure procedure required a climb in visual conditions to cross the airport at or above 4,500 ft before continuing on course. Flight track data indicated that, immediately after takeoff, the pilot commenced a left turn to the northwest followed by a reverse turn to the right before the data ended. The airplane impacted trees and the bank of a lake, descending at a 22° angle to the ground. The airplane was destroyed, and the pilot was fatally injured. Witnesses reported that the area around the accident site was enshrouded in thick fog at the time of the accident. The pilot most likely entered instrument meteorological conditions (IMC) immediately after takeoff, experienced spatial disorientation, and lost control of the airplane. An examination of the wreckage revealed no evidence of a preexisting mechanical failure or anomaly. ## Factual narrative On October 13, 2021, at 0816 eastern daylight time, a Piper PA-24-260, N9126P, was destroyed when it was involved in an accident at Blairsville, Georgia. The private pilot was fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. The instrument-rated pilot, who owned the airplane, filed an IFR flight plan from Blairsville Airport (DZJ) to Sebring Regional Airport (SEF), Sebring, Florida. At 0806, the pilot contacted air traffic control (ATC) and requested an IFR clearance from DZJ to SEF. A clearance void time of 0820 was issued, with instructions to contact Atlanta Center if not airborne by 0820, and to advise no later than 0825 of intentions. The pilot did not report airborne, and a search for the airplane was initiated. The DZJ airport manager subsequently called ATC to report that an airplane had crashed near DZJ. According to automatic dependent surveillance – broadcast (ADS-B) data, the pilot took off on runway 8 about 0815 and immediately commenced a left turn to the northwest to a heading of about 300°, at which point the airplane began a right turn before the ADS-B data ended. The airplane impacted trees and terrain on a heading of 090° about 1.5 nautical miles north of the departure end of runway 8. ADS-B data revealed that the airplane reached an altitude of about 540 ft above the ground before the data ended. The airport manager at DZJ reported that the pilot flew the airplane in the local traffic pattern the day before the accident; this was his normal procedure when he was preparing for a trip. He purchased about 29 gallons of fuel before the flight. The pilot had planned on a departure time of 0600; however, he could not see down the runway due to visible moisture, so he waited for the weather to improve. The pilot was in “very good spirits” before the flight. A witness was outside his residence at the time of the accident and heard the airplane fly over. He recalled that it was so foggy, “you could hardly see the trees around you.” The airplane came over his house very low and close, but he could not see the airplane. He reported that the engine was running loud; it was not missing or sputtering. He heard the engine running all the way to impact. He heard two “pops” and believed they were the sounds of the airplane striking the trees, then a loud noise when the airplane hit the ground. A second witness was at his residence working outside when he heard the airplane go by. He could not see the airplane due to the fog. The engine “went off and came back on,” then he heard the crash. He stated that it was so foggy you could hardly see the lake. He then called 911. According to the autopsy report from the Division of Forensic Sciences, Georgia Bureau of Investigation, the cause of death of the pilot was multiple generalized blunt force injuries and the manner of death was accident. Toxicology testing performed by the Federal Aviation Administration (FAA) Forensic SciencesLaboratory detected ethanol in the pilot’s liver tissue at 0.013 grams per hectogram (gm/hg); ethanol was not detected in his muscle tissue. The high blood pressure medication amlodipine was detected in his liver and muscle tissue; this medication is generally considered non-impairing. According to the National Weather Service Surface Analysis Chart, a warm front stretched from Kansas eastward through Tennessee and Kentucky. A high-pressure system was located just south of the accident site in northwestern Georgia. The accident site was located south of the warm front in an area of light and variable surface winds. Station models around the accident site depicted temperature-dew point spreads of 2°F or less, mostly cloudy skies, mist, and sky obscured noted at several of the station models. The Atlanta Air Route Traffic Control Center (ARTCC) Center Weather Service Unit (CWSU) was responsible for the region around the accident site. Center Weather Advisory (CWA) 102, issued at 0727 and valid through the time of the accident, warned of patchy low IFR (LIFR) ceilings and visibilities in fog and mist with conditions expected to improve by 1000. AIRMET advisory Sierra was valid at the time of the accident and forecast IFR conditions through 1100. The Graphical Forecasts for Aviation (GFA) products issued before the accident flight indicated LIFR surface visibilities in fog, and a calm surface wind. The GFA cloud forecast applicable to the accident region indicated cirrus clouds above the accident site and lower cloud cover in northwestern Georgia and southeastern Tennessee. The pilot requested and received weather information through ForeFlight at 0757. This information included the valid AIRMETs, PIREPs, GFA, and METARs. Takeoff minimums and obstacle departure procedures for DZJ (an uncontrolled airport) required pilots to climb in visual conditions to cross the airport at or above 4,500 ft msl before proceeding on course. Weather minimums for the climb in visual conditions were 2,700 ft ceiling and 3 miles visibility. The DZJ weather at 0815 included a ceiling of 200 ft overcast with ¼ mile visibility in fog. The airplane struck tree tops before colliding with terrain on the banks of Nottely Lake. The wreckage debris field was about 265 ft long and about 30 ft wide. The measured descent angle from the tree breaks to the initial impact crater was 22°. An examination of the accident site and wreckage revealed that all major structural components of the airplane were accounted for. There was no fire. The fuselage and cabin areas were found inverted. The fuselage wreckage was fragmented and destroyed by impact forces. The front seats were separated from their seat tracks and from the main wreckage. Impact damage to the nose landing gear was to the extent that the preaccident position could not be determined. Primary flight control cable continuity was established from the cockpit to the control surfaces. The left wing was broken near the wing root andfolded over onto the right wing. The left main landing gear was found in the retracted position; impact damage to the wing prevented the landing gear from extending from the wheel well. The left flap remained attached to the wing; the preaccident position of the left flap could not be determined due to impact damage. The fuel cells were separated from the wing and shredded; no residual fuel was noted. The right wing exhibited impact damage consistent with multiple tree strikes. The right main landing gear was found in the extended position. The right flap was torn and separated chordwise; its preaccident position could not be determined due to impact damage. The fuel cells were torn and shredded; no residual fuel was noted. The engine was examined at the wreckage storage facility. The Nos. 2 and 4 cylinder heads had impact damage. Impact damage was also noted on the induction tubing, exhaust tubing, exhaust mufflers, and oil sump. The carburetor was fractured and separated. The engine was suspended from a lift to facilitate further examination. The engine was rotated manually; compression and suction were attained on all six cylinders. A lighted borescope was used to examine the interior of the cylinders; no anomalies were noted. Both magnetos produced spark at all towers when rotated by hand. The oil suction screen and paper oil filter element were free of metallic debris. The vacuum pump remained attached to the engine. Internal examination of the pump revealed no anomalies. The propeller remained attached to the engine crankshaft flange. One propeller blade was bent aft about 30° about mid-span. That blade exhibited leading edge gouges, chord-wise scoring, and longitudinal twisting toward the blade face. The other blade was turned about 90° in the hub and curved aft about 30°. That blade exhibited leading and trailing edge gouges, chord-wise scoring, and longitudinal twisting toward the blade face. The airplane was equipped with a JPI EDM 700 engine monitor. The unit was forwarded to the National Transportation Safety Board Vehicle Recorders Laboratory for examination and download of the data. The unit was damaged; however, the engineer was able to recover some data. The last recorded segment of flight was about 15 minutes in duration and did not appear to be data from the accident flight, nor was it an entire flight beginning with engine start. Examination of the engine and propeller did not reveal evidence of a mechanical malfunction or anomaly that would have precluded normal operation. ## Aircraft - Registration: [N9126P](https://openairdocs.org/deregistered/N9126P-2023-05-29), registration cancelled 2023-05-29, S/N 24-4605, built 1966 (OpenAirDocs) - Reported make and model: PIPER PA-24-260 - Registry model: [Piper PA-24-260](https://openairdocs.org/model/piper-pa-24-260) (registry code 7102406) (OpenAirDocs) - Registry engine: [Lycoming TI0-540 series](https://openairdocs.org/engine/lycoming-ti0-540-series) (registry code 41533, turbo-prop) (OpenAirDocs) - Category: Airplane - Serial number: 24-4605 - Year built: 1966 - Airframe hours: 3392 - Engines: Lycoming O-540-E4A5 260 horsepower reciprocating - Damage: Destroyed - Flight: Personal, Part 91 - Airworthiness certificate: Standard, Normal - Last inspection: Annual, May 27, 2021, 44 hours before - Destination: SEF, Sebring, FL - Flight plan: IFR - Airport: DZJ, Blairsville, runway 08/26, 5,004 × 100 ft, asphalt - Equipment: ADS-B, Electronic multifunction display, Stall warning system ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 71; injuries: fatal; private; airplane ratings: single-engine land; instrument ratings: airplane; medical: basicmed, without waivers/limitations; last flight review March 13, 2021; seat: left; restraint: 3-point; toxicology performed; flight hours: 1,271 total, 27 in the last 90 days, 10 in the last 30 days, 1 in the last 24 hours ## Weather - Conditions: Instrument (IMC), Day - Wind: 100° at 3 knots - Visibility: 0.25 statute miles - Lowest ceiling: 200 ft overcast - Temperature: 57 °F, dew point 57 °F - Altimeter: 30.16 inHg - Observed at: KDZJ, 2 nm away - METAR: KDZJ 131215Z AUTO 10003KT M1/4SM FG OVC002 14/ A3016 RMK AO2 T0135//// ## FAA reports on this event (1) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Accident 20211013017049A](https://openairdocs.org/incident/20211013017049A), Oct 13, 2021: Piper PA-24-260, Blairsville, GA, Destroyed, 1 fatal. Aircraft N9126P, Piper PA-24-260 ser# 24-4605 traveling from Blairsville, GA (dzj) to sebring, FL (sef) crashed shortly after takeoff, north of dzj on the… ## Other investigations on N9126P (1) From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. - [NTSB MIA08CA077](https://openairdocs.org/ntsb/MIA08CA077), Mar 5, 2008: Piper PA24-260 (N9126P), West Palm Beach, FL, substantial damage. Probable cause: The pilot's failure to follow the checklist resulting in a gear up landing. ## Docket (26 files) The files NTSB released with the investigation on October 25, 2023, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=104097. 63.3 MB in all. - Airport manager's written statement (item 1, PDF, 1 page, 189 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=15110589&FileExtension=pdf&FileName=1%20Airport%20Manager%20Statement-Rel.pdf - NTSB memorandum for record - witnesses (item 2, PDF, 2 pages, 243 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=15110055&FileExtension=pdf&FileName=2%20Memorandum%20for%20Record%20508%20Witnesses_Redacted-Rel.pdf - Fueling records (item 3, PDF, 2 pages, 728 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=15109940&FileExtension=pdf&FileName=3%20Fueling%20Records_Redacted-Rel.pdf - Excerpts - pilot logbook (item 4, PDF, 7 pages, 30.1 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=15110469&FileExtension=pdf&FileName=3a%20Excerpts%20-%20Pilot%20Logbook_Redacted-Rel.pdf - Excerpts - aircraft logbook (item 5, PDF, 2 pages, 744 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=15110162&FileExtension=pdf&FileName=4%20Excerpts%20-%20Aircraft%20Logbook_Redacted-Rel.pdf - Excerpts - engine logbook (item 6, PDF, 2 pages, 1.3 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=15110756&FileExtension=pdf&FileName=5%20Excerpts%20-%20Engine%20Logbook_Redacted-Rel.pdf - Weather factual report (item 7, PDF, 16 pages, 1.7 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=13261744&FileExtension=pdf&FileName=ERA22FA014_weatherfactualSuffernfinal-Rel.pdf - Weather attachment 1 (item 8, PDF, 5 pages, 1.9 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=13261500&FileExtension=pdf&FileName=attachment1_GFAimagedata-Rel.pdf - Weather attachment 2 (item 9, PDF, 5 pages, 119 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=13261754&FileExtension=pdf&FileName=attachment2_era22fa014foreflight_Redacted-Rel.pdf - N9126P accident flight track (item 10, PDF, 1 page, 540 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=15110065&FileExtension=pdf&FileName=6%20N9126P%20Flight%20Track-Rel.pdf - N9126P ADS-B flight track data (item 11, CSV, 46 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=15110664&FileExtension=csv&FileName=7%20N9126P_2021-10-13-Rel.csv - N9126P flight track kml file (item 12, KML, 154 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=15109960&FileExtension=kml&FileName=8%20N9126P_Accident_Flight_kml_OUTPUT-Rel.kml - Dzj takeoff procedures (item 13, PDF, 1 page, 539 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=15109970&FileExtension=pdf&FileName=9%20DZJ%20Takeoff%20Procedures-Rel.pdf - Photo array (item 14, PDF, 10 pages, 7.6 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=15109980&FileExtension=pdf&FileName=9a%20Photo%20Array-Rel.pdf - Diagram - accident site and dzj airport (item 15, PDF, 1 page, 10.5 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=15110479&FileExtension=pdf&FileName=10%20Accident%20Site%20and%20Blairsville%20Airport-Rel.pdf - Wreckage diagram (item 16, PDF, 1 page, 516 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=15110766&FileExtension=pdf&FileName=10b%20Wreckage%20Diagram-Rel.pdf - NTSB examination summary (item 17, PDF, 5 pages, 187 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=15112210&FileExtension=pdf&FileName=12%20Examination%20Summary-Rel.pdf - Toxicological report (item 18, PDF, 1 page, 154 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=15111119&FileExtension=pdf&FileName=16%20Tox%20Pilot_Redacted-Rel.pdf - NTSB memorandum for record - autopsy findings (item 19, PDF, 1 page, 118 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=15110085&FileExtension=pdf&FileName=17a%20Memorandum%20for%20Record%20508%20Autopsy%20Findings-Rel.pdf - NTSB medical factual report (item 20, PDF, 2 pages, 224 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=15111025&FileExtension=pdf&FileName=18%20ERA22FA014_Blairsville_GA_Medical_Factual_FINAL_051922-Rel.pdf - Statement of party representatives to NTSB investigation (item 21, PDF, 15 pages, 2.3 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=15110180&FileExtension=pdf&FileName=20a%20Party%20Forms_Redacted-Rel.pdf - Release of aircraft wreckage, NTSB form 6120.15 (item 22, PDF, 1 page, 765 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=15110776&FileExtension=pdf&FileName=21%20NTSB%20Release%20of%20Wreckage_Redacted-Rel.pdf - Evidence control form (item 23, PDF, 1 page, 583 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=18031644&FileExtension=pdf&FileName=Evidence%20Control-Rel.pdf - Engine data monitor - specialist's factual report (item 24, PDF, 12 pages, 6 photos, 1.4 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=16206845&FileExtension=pdf&FileName=Engine%20Data%20Monitor%20-%20Specialist%27s%20Factual%20Report-Rel.pdf - Engine data monitor - attachment 1 (item 25, CSV, 38 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=16205259&FileExtension=csv&FileName=Engine%20Data%20Monitor%20-%20Attachment%201%20-%20Last%20Recorded%20Flight%20Data-Rel.csv - Engine data monitor - attachment 2 (item 26, CSV, 667 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=16205898&FileExtension=csv&FileName=Engine%20Data%20Monitor%20-%20Attachment%202%20-%20%20Previous%20Flight%20Data-Rel.csv From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.