# NTSB ERA22FA083: Cessna 182, N5776B, Statesboro, GA, December 8, 2021 - Type: NTSB accident investigation - Classification: Accident · Fatal · Class 3 · Field · Final report - Date: December 7, 2021, 21:24 local (Dec 8, 2021, 02:24 UTC) - Place: Statesboro, GA - Coordinates: 32.444496, -81.734249 - Nearby events: https://openairdocs.org/map.md?lat=32.4445&lon=-81.7342&mi=10 - Phase of flight: [Initial climb](https://openairdocs.org/ntsb-phases/350) (OpenAirDocs' grouping) - Defining event: [Initial climb: VFR encounter with IMC](https://openairdocs.org/ntsb-events/401) - Highest injury: Fatal - Injuries: 1 fatal - Status: Completed - Report: Approved by Office Director - Investigation class: Class 3 - NTSB office: Eastern Region Aviation - Parties: Textron Aviation, FAA/FSDO - NTSB case key (mKey): 104367 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=ERA22FA083 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/104367/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=104367 - Page: https://openairdocs.org/ntsb/ERA22FA083 ## Probable cause The pilot’s decision to initiate a visual flight rules flight into dark night instrument meteorological conditions, which resulted in spatial disorientation and subsequent loss of control shortly after takeoff. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Info processing/decision: decision making/judgment](https://openairdocs.org/ntsb-findings/02041520): Personnel issues › Action/decision · Pilot (probable cause); cases with it: [Cessna 182, 6 cases](https://openairdocs.org/ntsb-findings/02041520/cases.md?model=2072702), [All aircraft, 3,098 cases](https://openairdocs.org/ntsb-findings/02041520/cases.md) - [Perception/orientation/illusion: spatial disorientation](https://openairdocs.org/ntsb-findings/02022025): Personnel issues › Psychological · Pilot (probable cause); cases with it: [Cessna 182, 1 case](https://openairdocs.org/ntsb-findings/02022025/cases.md?model=2072702), [All aircraft, 358 cases](https://openairdocs.org/ntsb-findings/02022025/cases.md) - [Ceiling/visibility/precip: low ceiling](https://openairdocs.org/ntsb-findings/03035010): Environmental issues › Conditions/weather/phenomena · Decision related to condition (probable cause); cases with it: [Cessna 182, 2 cases](https://openairdocs.org/ntsb-findings/03035010/cases.md?model=2072702), [All aircraft, 190 cases](https://openairdocs.org/ntsb-findings/03035010/cases.md) - [Light condition: dark](https://openairdocs.org/ntsb-findings/03036020): Environmental issues › Conditions/weather/phenomena · Decision related to condition (probable cause); cases with it: [Cessna 182, 1 case](https://openairdocs.org/ntsb-findings/03036020/cases.md?model=2072702), [All aircraft, 448 cases](https://openairdocs.org/ntsb-findings/03036020/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Initial climb: VFR encounter with IMC](https://openairdocs.org/ntsb-events/401) (defining event); cases with it: [Cessna 182, 2 cases](https://openairdocs.org/ntsb-events/401/sequence.md?model=2072702), [All aircraft, 392 cases](https://openairdocs.org/ntsb-events/401/sequence.md) - [Initial climb: Loss of visual reference](https://openairdocs.org/ntsb-events/402); cases with it: [Cessna 182, 1 case](https://openairdocs.org/ntsb-events/402/sequence.md?model=2072702), [All aircraft, 242 cases](https://openairdocs.org/ntsb-events/402/sequence.md) - [Initial climb: Loss of control in flight](https://openairdocs.org/ntsb-events/240); cases with it: [Cessna 182, 1 case](https://openairdocs.org/ntsb-events/240/sequence.md?model=2072702), [All aircraft, 5,002 cases](https://openairdocs.org/ntsb-events/240/sequence.md) - [Initial climb: Collision with terr/obj (non-CFIT) ](https://openairdocs.org/ntsb-events/470); cases with it: [Cessna 182, 10 cases](https://openairdocs.org/ntsb-events/470/sequence.md?model=2072702), [All aircraft, 10,189 cases](https://openairdocs.org/ntsb-events/470/sequence.md) ## Analysis The instrument-rated commercial pilot had conducted a cross-country flight to the airport arriving in the afternoon and, after attending a meeting, was returning to her home airport on a night visual flight rules (VFR) cross-country flight. Before the return flight, the pilot discussed with a family member her knowledge of a low cloud layer and her intention to stay low for the first 10 to 15 miles of the flight. At the time of departure, dark night conditions prevailed, and the airport was reporting an overcast cloud ceiling at 600 ft above ground level (agl). Review of automatic dependent surveillance-broadcast (ADS-B) data found that the airplane became airborne before the midpoint of the runway and turned right toward the destination airport. It then climbed to about 1,000 ft mean sea level (msl), which was about 800 ft agl, before entering a left turn about 2 miles south of the airport. The airplane continued in a left 360° tightening turn where a maximum altitude of about 1,800 ft msl was reached, which was subsequently followed by a rapid descent. Before the left 360° turn, the airplane likely entered the low cloud layer and never exited the clouds until a few seconds before it impacted with terrain. Multiple witnesses reported that the airplane’s engine noise was loud and continuous until impact. Examination of the wreckage revealed no evidence of preimpact mechanical malfunctions or failures with the airplane. Evaluation of the wreckage indicated that the airplane impacted terrain in a left turning descent at high speed. Based upon ADS-B, meteorological, and astronomical data, the pilot initiated a VFR flight into known dark night instrument meteorological conditions, which would have prevented reliable control of the airplane using external visual cues. The circling and rapidly ascending and descending flight track was consistent with a pilot who was experiencing spatial disorientation, which resulted in a loss of control in flight and a high speed impact with terrain. The pilot’s instrument and night currency could not be determined. The pilot’s toxicology report was positive for ethanol and quetiapine. Given that the ethanol was identified at a low level in muscle and that none was found in liver tissue, it is likely that the identified ethanol is from sources other than ingestion and unlikely that any effects from it contributed to the circumstances of the crash. Attempts were made to identify the underlying reason for the pilot’s use of quetiapine; however, the investigation was unable to do so. While the drug itself may cause neuropsychiatric effects, at the low levels likely present at the time of the event, it was unlikely to impair judgment. However, whether an underlying medical condition might have influenced the pilot’s decision-making could not be determined from the available information. ## Factual narrative Spatial Disorientation The FAA Civil Aerospace Institute's publication, "Introduction to Aviation Physiology," defines spatial disorientation as a loss of proper bearings or a state of mental confusion as to position, location, or movement relative to the position of the earth. Factors contributing to spatial disorientation include changes in acceleration, flight in instrument meteorological conditions (IMC), frequent transfer between visual meteorological conditions (VMC) and IMC, and unperceived changes in aircraft attitude. 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. On December 7, 2021, at 2124 eastern standard time, a Cessna 182 airplane, N5776B, was destroyed when it was involved in an accident near Statesboro, Georgia. The pilot was fatally injured. The airplane was operated by the pilot as a Title 14 Code of Federal Regulations Part 91 personal flight. According to a family member, the pilot had flown the airplane from her home airport, Zephyrhills Municipal Airport (ZPH), Zephyrhills , FL (ZPH)Florida, to the Statesboro-Bulloch County Airport (TBR), Statesboro, Georgia, for a meeting and planned to return that night. The pilot owned a sky diving business that had operated out of TBR and was familiar with the area. The family member reported that during a telephone conversation that occurred about 2030, the pilot told him that the clouds were low and that she would not be flying under an instrument flight rules (IFR) flight plan. She planned to stay at a low altitude for 10 to 15 miles after takeoff during the return trip to ZPH. Review of automatic dependent surveillance-broadcast (ADS-B) data found that the airplane departed runway 14 at 2121. Shortly after takeoff, the flight track turned south, climbed to about 1,000 ft msl, which was about 800 ft agl, and then about 1.8 nautical miles south of TBR, the airplane entered a left turn. The airplane continued in a left 360° tightening turn where a maximum altitude of about 1,800 ft msl was reached, which was subsequently followed by a rapid descent. The final position recorded at 2124:32 was about 0.1-miles from the accident site and showed the airplane headed east at an altitude of 575 ft msl (about 375 ft agl). Figure 1 displays the ADS-B flight track, main wreckage area, and witness locations. Figure 1: Overview of the flighttrack, wreckage, and witness locations. Multiple witnesses reported observing and/or hearing the airplane in-flight. A witness located at the TBR airport parking lot saw the takeoff. The airplane’s lights were on; and it sounded as if the airplane was climbing “steeply;” and the engine noise was loud. Two additional witnesses, who were located together near the accident site, reported seeing the airplane while outside in a driveway. One witness reported that she heard a low flying airplane that sounded like a “crop duster” and “got louder.” She then saw the right side of the airplane, and it appeared to be flying in a “curved” descent that continued into a “rapid descent.” When the airplane first came into view, she could not recall observing lights or a glow from the airplane; however, as it flew away from her position, she saw a “sparkler glow” before it impacted the ground. The other witness also reported observing the airplane in a descent that continued into a rapid descent into a field just beyond his view. He added that when the airplane flew by, he could see “lights on the bottom” of the airplane. When asked specifically if he recalled seeing the airplane on fire in the air, he stated that it was not on fire. Two additional witnesses heard the airplane while in their houses. One of these witnesses was a private pilot and reported that due to the proximity of his house to the airport, he was accustomed to hearing airplanes, but this airplane was “unusually low.” He added that the sound dissipated, but a few minutes later, he heard the airplane again, and it sounded like “the engine was screaming” as if the “throttle was through the panel.” The other witness reported that she heard engine noise until a “thud” was heard. According to the autopsy report issued by the Georgia State Bureau of Investigation, Division of Forensic Sciences, the pilot’s cause of death was multiple blunt force injuries, and the manner of death was an accident. Toxicology testing performed by the FAA’s Forensic Sciences Laboratory identified ethanol in muscle tissue at 0.025 gm/dl but none in liver tissue, and testing in brain tissue was inconclusive. In addition, quetiapine was identified in liver tissue at 17 ng/gm. Quetiapine, commonly marketed with the name Seroquel, is an atypical antipsychotic approved for the treatment of schizophrenia and bipolar disease. Off label, in much smaller doses, it may often be used to treat insomnia. Review of weather information revealed that instrument meteorological conditions (IMC) in the form of low clouds prevailed at TBR. The IMC conditions were first recorded at 2035, about 45 minutes before the pilot’s takeoff. Multiple witnesses confirmed that a low cloud layer persisted throughout the evening. At 2115, the reported ceiling at TBR was 600 ft agl. Based on this weather observation, the airplane likely entered the low cloud layer about 800 ft msl and did not climb above the top of the cloud layer, which was near 8,000 to9,000 ft msl. Dark night conditions prevailed. The end of civil twilight was at 1748, and the moon set was at 2105, about 20 minutes before the accident. According to Leidos, the Federal Aviation Administration (FAA) contract Flight Service Station provider, and ForeFlight LLC, there was no record that the pilot filed a flight plan or requested a weather briefing via telephone or online. There was also no record of the pilot contacting FAA air traffic control before or during the flight. The pilot’s logbook was not recovered during the investigation. The pilot’s most recent flight review, instrument currency, and night currency could not be determined. The wreckage was highly fragmented and was oriented on a debris path of about 110° magnetic. The initial impact ground scar was located about 220 ft from the main wreckage final resting location, and the elevation was about 175 ft msl. Figure 2 provides an overview of the major components of the airplane located at the accident site. Figure 2: Overview of the major airplane components as located in the debris path. All major components of the airplane were located in the debris path. The left-wing tip and additional left-wing fragments were located in the initial impact scar, which was consistent with the airplane impacting terrain in a descending left bank. There was no evidence of an in-flight fire; however, the wreckage was thermally damaged during a postcrash fire. The examination of the wreckage found no evidence of preimpact mechanical malfunctions or failures with the airplane. The altimeter setting corresponded to the correct altimeter setting based on the 2115 TBR weather observation. There was no evidence of a vacuum pump failure. ## Aircraft - Registration: [N5776B](https://openairdocs.org/aircraft/N5776B), registered now, S/N 33776, built 1956 (OpenAirDocs) - Reported make and model: CESSNA 182 - Registry model: [Cessna 182](https://openairdocs.org/model/cessna-182) (registry code 2072702) (OpenAirDocs) - Registry engine: [Continental O-470 series](https://openairdocs.org/engine/continental-o-470-series) (registry code 17026, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 33776 - Year built: 1956 - Airframe hours: 9226 - Engines: Continental Motors O-470-50 235 horsepower reciprocating - Damage: Destroyed - Fire: On-Ground - Flight: Personal, Part 91 - Registered owner: Tjp@Jax Inc - Airworthiness certificate: Standard, Normal - Last inspection: Annual, October 15, 2021 - Departed: TBR, Statesboro, GA - Destination: ZPH, Zephyrhills, FL - Airport: TBR, Statesboro-Bulloch County, runway 14/32, 6,000 × 100 ft, asphalt - Equipment: ADS-B, Angle of attack indicator, Electronic flight bag or handheld device, Handheld GPS, Stall warning system ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 61; injuries: fatal; commercial; airplane ratings: multi-engine land, single-engine land; instrument ratings: airplane; medical: class 2, with waivers/limitations; seat: left; restraint: 4-point; toxicology performed; flight hours: 4,000 total, 200 in the last 90 days ## Weather - Conditions: Instrument (IMC), Night/dark - Wind: 150° at 4 knots - Visibility: 7 statute miles - Lowest ceiling: 600 ft overcast - Temperature: 59 °F, dew point 55 °F - Altimeter: 30.08 inHg - Observed at: TBR, 2 nm away - METAR: KTBR 080215Z AUTO 15004KT 7SM OVC006 15/13 A3008 RMK AO2 T01510133 ## 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 20211207020909A](https://openairdocs.org/incident/20211207020909A), Dec 7, 2021: Cessna 182, Statesboro, GA, Destroyed, 1 fatal. On December 7, 2021, at approximately 2124 eastern time, a 1956 Cessna 182, with registration N5776B was destroyed upon impact with terrain. The aircraft was… ## Docket (14 files) The files NTSB released with the investigation on June 8, 2023, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=104367. 18.2 MB in all. - NTSB airworthiness factual report (item 1, PDF, 11 pages, 13 photos, 3.8 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=14943526&FileExtension=pdf&FileName=ERA22FA083_Airworthiness%20Factual%20Report-Rel.pdf - Record of conversation (family of pilot) (item 2, PDF, 1 page, 152 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=14943381&FileExtension=pdf&FileName=Record%20of%20Conversation%20(Son%20of%20Pilot)-Rel.pdf - Record of conversation (complete witness summaries) (item 3, PDF, 8 pages, 2 photos, 237 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=14952141&FileExtension=pdf&FileName=Record%20of%20Conversation%20(Complete%20Witness%20Summaries)_Redacted-Rel.pdf - Memo for record (departure airport lineman statement) (item 4, PDF, 2 pages, 152 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=14943844&FileExtension=pdf&FileName=Memo%20for%20Record%20(Departure%20Airport%20Lineman%20Statement)-Rel.pdf - Google earth kml - flight track and wreckage (item 5, KML, 6.0 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=14957862&FileExtension=kml&FileName=Flight%20Track%20and%20Wreckage%20-%20KML%20Google%20Earth%20v2-Rel.kml - Memo for record (departure airport fuel quality report) (item 6, PDF, 1 page, 143 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=14943391&FileExtension=pdf&FileName=Memo%20for%20Record%20(Departure%20Airport%20Fuel%20Quality%20Report)-Rel.pdf - Maintenance record excerpts (item 7, PDF, 4 pages, 3 photos, 5.0 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=14943661&FileExtension=pdf&FileName=Maintenance%20Record%20Excerpts%20-%20Redacted-Rel.pdf - Memo for record (weather information) (item 8, PDF, 5 pages, 4 photos, 1.3 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=14943536&FileExtension=pdf&FileName=Memo%20for%20Record%20(Weather%20Information)-Rel.pdf - Memo for record (foreflight_leidos preflight info) (item 9, PDF, 1 page, 138 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=14943067&FileExtension=pdf&FileName=Memo%20for%20Record%20(ForeFlight_Leidos%20PreFlight%20Info)-Rel.pdf - Bulloch county board meeting agenda - 12-7-2021 (item 10, PDF, 1 page, 257 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=14943401&FileExtension=pdf&FileName=Bulloch%20County%20Board%20Meeting%20Agenda%20-%2012-7-2021-Rel.pdf - NTSB medical factual report (item 11, PDF, 3 pages, 136 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=14943411&FileExtension=pdf&FileName=NTSB%20Medical%20Factual%20Report-Rel.pdf - Toxicological report (item 12, PDF, 1 page, 97 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=14943681&FileExtension=pdf&FileName=Tox%20Report_Redacted-Rel.pdf - Release of aircraft wreckage, NTSB form 6120.15 (item 13, PDF, 1 page, 502 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=14943691&FileExtension=pdf&FileName=NTSB%20Release%20of%20Wreckage%20Form%20-%20Redacted-Rel.pdf - Statement of party representatives to NTSB investigation (item 14, PDF, 1 page, 249 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=14947517&FileExtension=pdf&FileName=Textron%20Party%20Member_Redacted-Rel.pdf 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.