Loss of Control in Flight: Cessna 172R Skyhawk, N994CP; Fatal accident occurred July 06, 2019 near University-Oxford Airport (KUOX), Lafayette County, Mississippi

Elizabeth "Lake" Little

Aviation Accident Final Report - National Transportation Safety Board

The National Transportation Safety Board traveled to the scene of this accident. 

Additional Participating Entities:
Federal Aviation Administration / Flight Standards District Office; Jackson, Mississippi
Lycoming Engines; Williamsport, Pennsylvania
Textron Aviation; Wichita, Kansas
Civil Air Patrol; Maxwell AFB, Alabama
Civil Air Patrol; Columbus, Mississippi

Investigation Docket - National Transportation Safety Board:

https://data.ntsb.gov/Docket

Civil Air Patrol

https://registry.faa.gov/N994CP

 Location: Oxford, Mississippi 

Accident Number: CEN19FA212

Date & Time: July 6, 2019, 15:15 Local

Registration: N994CP

Aircraft: Cessna 172

Aircraft Damage: Destroyed

Defining Event: Loss of control in flight

Injuries: 1 Fatal

Flight Conducted Under: Part 91: General aviation - Instructional

Analysis

The student pilot was conducting a solo cross-country flight and was heard on the common traffic advisory frequency announcing her intention to land at the destination airport. A witness at the airport indicated that the pilot's voice sounded "panicked" and that she did not finish her sentences. The pilot did not respond to a request for the airplane’s location from a helicopter in the area. The witness saw the airplane approach the runway with a tailwind present. Additionally, recorded wind was consistent with a quartering tailwind. The airplane did not touch the runway and about midfield, started to climb at a "steep" angle. The witness indicated that he did not hear any engine anomalies. He stated that the airplane veered toward the golf course and then went "straight down behind the trees."

A witness at the golf course first saw the airplane above the trees and stated that it appeared to be "struggling" to maintain airspeed, was nose up, and appeared to be “very close to stalling.” The witness indicated that the airplane then made a hard left turn and lost altitude, struck the ground, and slid to nearby trees. A ground fire subsequently occurred.

Postaccident examination of the wreckage and engine revealed migration of molten metal under the No. 4 exhaust valve. However, no preimpact anomalies that would have prevented normal operation of the airplane were detected. The flap jackscrew did not exhibit any thread extension, which is consistent with retracted flaps.

Based on the available information, it is likely that the student pilot did not maintain airplane control during an attempted go-around with a tailwind, and the airplane subsequently impacted terrain during an uncontrolled descent.

Probable Cause and Findings

The National Transportation Safety Board determines the probable cause(s) of this accident to be:

The student pilot's failure to maintain airplane control during a go around with a tailwind, which resulted in an uncontrolled descent and impact with terrain.

Findings

Personnel issues Aircraft control - Student/instructed pilot

Environmental issues Tailwind - Contributed to outcome

Aircraft (general) - Not attained/maintained

Factual Information

History of Flight

Approach-VFR go-around Loss of control in flight (Defining event)

Uncontrolled descent Collision with terr/obj (non-CFIT)

On July 6, 2019, about 1515 central daylight time, a Cessna 172R, N994CP, was destroyed when it was involved in an accident near Oxford, Mississippi. The student pilot was fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 instructional flight.

The solo cross-country flight originated from Golden Triangle Regional Airport (GTR), Columbus, Mississippi, about 1400 and was destined for University-Oxford Airport (UOX), Oxford, Mississippi. A fixed-base operator employee at UOX reported that, about 1515, he heard the pilot announce on the common traffic advisory frequency that the airplane was landing on runway 9. He stated that the pilot's voice sounded "panicked" and that she did not finish her sentences. The pilot did not respond to a request for the airplane’s location from a helicopter in the area. The witness saw the airplane approach runway 9 with a tailwind. The airplane did not touch the runway, and abeam the windsock near midfield, the airplane started to climb at a "steep" angle. The witness indicated that he did not hear any engine anomalies. He stated that the airplane veered toward the golf course and then went "straight down behind the trees." He observed smoke about 3 minutes later above the treeline. The witness advised that a local Federal Aviation Administration (FAA) air traffic control center had called a few minutes before the landing attempt and was trying to locate the airplane.

A witness at the golf course reported that he first saw the airplane above the trees over the 16th hole of the golf course; the airplane appeared to be "struggling" to maintain airspeed, was nose up, and appeared to be “very close to stalling.” The witness indicated that the airplane then made a hard left turn and lost altitude. He thought the airplane was attempting a landing on

the 17th fairway. The airplane continued the left turn, struck the ground, and slid to nearby trees.

The witness statements are consistent with the plotted radar data.

Good Samaritans and first responders tried to extract the pilot from the cockpit to no avail; the seatbelt and shoulder harness retained the pilot in the cockpit. A ground fire subsequently occurred. Firefighters contained the fire, and the pilot was extracted and airlifted to a hospital.

Pilot Information

Certificate: Student

Age: 18,Female

Airplane Rating(s): None

Seat Occupied: Left

Other Aircraft Rating(s): None

Restraint Used: 3-point

Instrument Rating(s): None 

Second Pilot Present: No

Instructor Rating(s): None 

Toxicology Performed: Yes

Medical Certification: Class 3 Without waivers/limitations

Last FAA Medical Exam: October 1, 2018

Occupational Pilot: No 

Last Flight Review or Equivalent:

Flight Time: (Estimated) 69.4 hours (Total, all aircraft), 30.2 hours (Total, this make and model), 32.7 hours (Last 90 days, all aircraft), 16.7 hours (Last 30 days, all aircraft), 1.2 hours (Last 24 hours, all aircraft)

Aircraft and Owner/Operator Information

Aircraft Make: Cessna 

Registration: N994CP

Model/Series: 172 R

Aircraft Category: Airplane

Year of Manufacture: 1997 

Amateur Built: No

Airworthiness Certificate: Normal 

Serial Number: 17280318

Landing Gear Type: Tricycle

Seats: 4

Date/Type of Last Inspection: June 21, 2019 Annual

Certified Max Gross Wt.: 2550 lbs

Time Since Last Inspection: 

Engines: 1 Reciprocating

Airframe Total Time: 2849 Hrs at time of accident 

Engine Manufacturer: Lycoming

ELT: C126 installed, activated, did not aid in locating accident

Engine Model/Series: IO-360

Registered Owner: 

Rated Power:

Operator:

Operating Certificate(s) Held: None

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual (VMC) 

Condition of Light: Day

Observation Facility, Elevation: KUOX,452 ft msl

Distance from Accident Site: 1 Nautical Miles

Observation Time: 15:15 Local 

Direction from Accident Site: 262°

Lowest Cloud Condition: Few / 3400 ft AGL

Visibility 9 miles

Lowest Ceiling: 

Visibility (RVR):

Wind Speed/Gusts: 11 knots / 

Turbulence Type Forecast/Actual:  /

Wind Direction: 310° 

Turbulence Severity Forecast/Actual:  /

Altimeter Setting: 30.04 inches Hg

Temperature/Dew Point: 32°C / 21°C

Precipitation and Obscuration: No Obscuration; No Precipitation

Departure Point: Columbus/W Point/Starkville, MS (GTR)

Type of Flight Plan Filed: VFR

Destination: Oxford, MS (UOX) 

Type of Clearance: VFR flight following

Departure Time: 14:00 Local

Type of Airspace: Class G

Airport Information

Airport: University-Oxford UOX

Runway Surface Type: Asphalt

Airport Elevation: 452 ft msl 

Runway Surface Condition: Dry

Runway Used: 09 

IFR Approach: None

Runway Length/Width: 5600 ft / 100 ft

VFR Approach/Landing: Go around; Stop and go; Traffic pattern

UOX, located approximately two miles northwest of downtown Oxford, Mississippi, was a publicly owned, non-towered airport, which was owned by the University of Mississippi. Runway 9 was marked as a non-precision approach runway. It was serviced by a four-light precision approach path indicator on the runway's left side. Comments for runway 9 did not indicate that there were obstructions in reference to the runway.

Wreckage and Impact Information

Crew Injuries: 1 Fatal

Aircraft Damage: Destroyed

Passenger Injuries:

Aircraft Fire: On-ground

Ground Injuries: N/A

Aircraft Explosion: None

Total Injuries: 1 Fatal 

Latitude, Longitude: 34.387779,-89.530555(est)

The airplane came to rest on a golf course about 1,200 ft north of the runway 9 centerline. The airplane resting heading was about 170°. A ground scar consistent with a left main landing gear impression was observed about 70 ft north of the wreckage, and abeam the ground scar to the east was a depression consistent with left wing contact. A ground scar consistent with a cowling and nose landing gear impression was found about 58 ft north of the wreckage. Retaining clips consistent with nose landing gear clips were found near this scar, and the scar exhibited a depression consistent with a propeller strike. The fuselage's center section was found melted, deformed, and discolored by fire. Sections of the left and right wing struts were found under their wings. The outboard section of the left wing was deformed and wrinkled upward and rearward, which was consistent with ground contact. The empennage was found upright. The engine and its attached propeller were found inverted, and the engine was partially connected to the firewall underneath the forward fuselage. An outboard section of one propeller blade was melted, and the other propeller blade exhibited forward bending.

An on-scene examination of the airplane was conducted. Flight control cables were traced, and control continuity was established to all control surfaces from the cockpit area. Engine control cables were traced, and control continuity was established from the cockpit area to the engine. Removed sparkplugs exhibited a normal combustion appearance when compared to a Champion Aviation Check-A-Plug chart. The engine exhibited a thumb compression at three cylinders when the crankshaft was rotated. All rocker covers were removed, and all valve train components moved accordingly when the crankshaft was rotated. The No. 4 cylinder was removed and had material under its exhaust valve. Oil was observed within the engine crankcase when the cylinder was removed. No debris was observed in the oil screen, oil filter, and fuel servo screen. The rear-mounted engine accessories exhibited deformation and discoloration consistent with thermal fire damage. The flap jackscrew did not exhibit any thread extension, which is consistent with retracted flaps.

The No. 4 cylinder was examined at the National Transportation Safety Board Materials Laboratory. The examination revealed that the cylinder components were discolored with deposits on the surface consistent with fire damage. A section of deformed exhaust riser was attached to the cylinder assembly, and a gap was present where the riser attached to the cylinder head. The exhaust valve was slightly open with a gap between the valve head and the valve seat. A gray deposit was observed within the gap on the upper side of the exhaust valve. The exhaust valve was disassembled from the cylinder assembly. Dull gray deposits with smooth surface features were observed around the valve stem and on the valve head and were consistent with previously molten aluminum alloy. The shape of the deposit was consistent with flow over the lower side of the valve stem, accumulating on the upper surfaces of the exhaust port and valve seat.

Medical and Pathological Information

According to the Office of the State Medical Examiner, Pearl, Mississippi, autopsy report, the cause of the pilot's death was multiple blunt trauma. The medical examiner reported evidence of medical interventions. There was no evidence of any significant natural disease. Toxicology testing performed at the FAA Forensic Sciences Laboratory on the pilot’s blood and urine revealed ketamine and norketamine, its metabolite. Medical records obtained from the helicopter air ambulance service indicated that ketamine was administered to the pilot for pain management while en route to the hospital.

Ed Malinowski,  Investigator In Charge 

National Transportation Safety Board

Aerodynamic Stall/Spin: Beechcraft 58P Pressurized Baron, N6745V; Fatal accident occurred December 25, 2018 near Sioux Falls Regional Airport (KFSD), South Dakota

JoAnn (left) and Vaughn Meyer were killed in a plane crash in Sioux Falls on Christmas Day 2018. The Meyers were known as philanthropists who donated frequently to causes around Sioux Falls.

~

Aviation Accident Final Report - National Transportation Safety Board

The National Transportation Safety did not travel to the scene of this accident.

Investigation Docket - National Transportation Safety Board:

https://data.ntsb.gov/Docket

https://registry.faa.gov/N6745V

Additional Participating Entities:

Federal Aviation Administration / Flight Standards District Office; Rapid City, South Dakota

Textron Aviation; Wichita, Kansas

Continental Motors; Mobile, Alabama

  

Location: Sioux Falls, South Dakota 

Accident Number: CEN19LA049

Date & Time: December 25, 2018, 17:03 Local

Registration: N6745V

Aircraft: Beech 58 

Aircraft Damage: Destroyed

Defining Event: Aerodynamic stall/spin 

Injuries: 2 Fatal

Flight Conducted Under: Part 91: General aviation - Personal

Analysis

The pilot and passenger were on a cross-country flight and an instrument flight rules approach in instrument meteorological conditions. According to air traffic control transcripts, an air traffic controller at the destination airport cleared the flight for the RNAV approach for runway 33. According to ADS-B flight track data, the airplane then turned toward the final approach path just inside the initial approach fix at 3,100 ft mean sea level (msl) and 156 knots calibrated airspeed (KCAS). Subsequently, the airplane proceeded west of the final approach centerline, turned back through the centerline to the east, and then back to the west, resembling s-turns through the extended centerline. During the s-turns across the extended centerline, the controller cleared the airplane to land. Two minutes later, the airplane was about 3,000 ft msl and 78 KCAS, and then began to rapidly descend.

According to a witness and video footage of the accident, the airplane descended in a steep, nose-down attitude. The witness added that it appeared that he then “saw airplane try to pull out of a dive” just before it impacted the ground.

The airplane impacted trees and a building and then came to rest in a residential neighborhood about 200 ft south of the last radar location. The airplane was massively fragmented and a postimpact fire ensued. Impact and fire damage precluded a thorough examination and functional testing of the related airplane systems. Examination of both engines and propeller assemblies revealed signatures consistent with symmetric power development at the time of the accident.

According to a family member of the pilot, 3 months before the accident, the pilot was en route at altitude when the airplane suddenly nosed over. According to a work order, 3 weeks before the accident, the autopilot was removed and repaired. The repair station owner reported that, after a flight 3 days before the accident, the pilot told him that he had no issues with the airplane and that the flight was uneventful.

A review of the airplane’s flight track showed the pilot making S-turns across the approach course, which is consistent with the pilot hand-flying the approach, not a coupled autopilot approach. Therefore, it is unlikely that the pilot was flying the instrument approach using the autopilot system. Further, although the autopilot system could not be functionally tested due to impact and fire damage, it is unlikely that the autopilot system played a role in the accident if it was not in use.

Therefore, based on the radar data, it is likely that the pilot failed to maintain adequate airspeed during the final approach, which resulted in the exceedance of the airplane’s critical angle of attack and a subsequent aerodynamic stall. Given the witness account and surveillance video, it is likely the pilot was attempting to recover from the stall but did not have adequate altitude to do so.

Probable Cause and Findings

The National Transportation Safety Board determines the probable cause(s) of this accident to be:

The pilot's failure to maintain adequate airspeed during the instrument approach which led to an aerodynamic stall.

Findings

Aircraft Airspeed - Not attained/maintained

Personnel issues Aircraft control - Pilot

Aircraft Angle of attack - Not attained/maintained

Factual Information

History of Flight

Approach-IFR final approach Aerodynamic stall/spin (Defining event)

On December 25, 2018, about 1703 central standard time, a Beech 58P airplane, N6745V, was destroyed when it was involved in an accident in Sioux Falls, South Dakota. A post impact fire ensued. The pilot and passenger were fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

According to air traffic control (ATC) and automatic dependent surveillance-broadcast (ADS-B) information, the flight departed Gerald R. Ford International Airport (GRR), Grand Rapids, Michigan, about 1407 and was en route to Marv Skie-Lincoln County Airport (Y14), Tea, South Dakota. The pilot had filed an instrument flight rules (IFR) flight plan, and instrument meteorological conditions prevailed during the last portion of the flight. Y14 did not have instrument approach capability. According to ATC transcripts, about 1647:41, the pilot confirmed that he had the most recent weather information and stated that he would "need to make an approach [into Sioux Falls Regional Airport (FSD), Sioux Falls, South Dakota] and break off"; the pilot initially intended to fly to Y14. 

The controller asked the pilot if he wanted the RNAV approach for runway 33 or the ILS approach for runway 3, and the pilot replied that he wanted the RNAV 33 approach. The controller cleared the flight to GIWFI initial approach fix (IAF) and told the pilot to expect the RNAV 33 approach. At 1651:50 the controller reported that the cloud ceiling was 800 ft above ground level (agl) and overcast and told the pilot he was just going to have to fly the approach into FSD. The pilot acknowledged the transmission. According to ADS-B flight track data, the airplane continued to descend and leveled off at 3,100 ft msl about 1656:46 at 169 knots calibrated airspeed (KCAS). At 1657:10, the controller told the pilot to cross the GIWFI IAF at 3,100 ft mean sea level (msl) and cleared the flight for the RNAV 33 approach.

At 1659:41, the airplane was at 3,100 ft msl and 156 KCAS as it turned toward the final approach path just inside the GIWFI IAF. The airplane then began to slow in airspeed and proceeded west of the final approach centerline, turned back through the extended centerline to the east, and then made a left turn back through the centerline to the west. (See figure 1 for plotted radar data showing the airplane’s flightpath in relation to the IAF and final approach path.) At 1701:26, as the airplane crossed the approach path back to the east, the controller cleared the airplane to land on runway 33; the airplane began to descend at 1703:10. At 1703:16, the airplane was at 3,000 ft msl about 78 KCAS. Shortly thereafter, the airplane began to rapidly descend, turning sharply left until the data ended at 1703:31. At 1703:33, the controller issued a low-altitude alert and advised the pilot to check the airplane’s altitude immediately. No other recorded communications were received from the pilot. 

Due to the government furlough, neither the National Transportation Safety Board, nor the Federal Aviation Administration responded to the accident site. The on-scene documentation for this accident was conducted by the Sioux Falls Police Department.

A witness located about a block from the accident site heard the airplane and then observed the airplane "pop out of the clouds about 1,000 ft agl [above ground level]." He added that the airplane was heading straight down and that “he then saw the airplane try to pull out of the dive" before it impacted the ground and that the engines sounded "okay."

Video footage taken from a security camera located about 1/2 mile northeast of the accident location showed an airplane descend at a steep angle. The airplane remained in the camera’s view for about 2 seconds before it disappeared behind the trees. About 2 seconds later, a smoke plume and fireball were visible.

Pilot Information

Certificate: Private

Age: 68,Male

Airplane Rating(s): Single-engine land; Multi-engine land

Seat Occupied: Unknown

Other Aircraft Rating(s): None

Restraint Used: Unknown

Instrument Rating(s): Airplane

Second Pilot Present: No

Instructor Rating(s): None 

Toxicology Performed: Yes

Medical Certification: Class 3 With waivers/limitations 

Last FAA Medical Exam: May 17, 2018

Occupational Pilot: No 

Last Flight Review or Equivalent: November 21, 2016

Flight Time: (Estimated) 2448.5 hours (Total, all aircraft), 588.2 hours (Total, this make and model), 6.4 hours (Last 30 days, all aircraft), 3 hours (Last 24 hours, all aircraft) 

Burnt remains of the pilot's flight logbook, dated between February 19, 2012, and December 22, 2018, were located in the wreckage of the airplane. The last completed logged entry in the logbook that was visible was dated December 22, 2018, in the accident airplane, for a 2.3-hour flight from Y14 to GRR. The last logged instrument proficiency check was completed on December 11, 2017. The last logged flight review was completed on November 21, 2016.

Aircraft and Owner/Operator Information

Aircraft Make: Beech 

Registration: N6745V

Model/Series: 58 P 

Aircraft Category: Airplane

Year of Manufacture: 1980 

Amateur Built: No

Airworthiness Certificate: Normal

Serial Number: TJ-272

Landing Gear Type: Retractable - Tricycle

Seats:

Date/Type of Last Inspection: February 15, 2018 Annual

Certified Max Gross Wt.:

Time Since Last Inspection:

Engines: 2 Reciprocating

Airframe Total Time: 5585.7 Hrs as of last inspection

Engine Manufacturer: Teledyne Continental

ELT: Installed, not activated

Engine Model/Series: TSIO-520-WB

Registered Owner:

Rated Power: 325 Horsepower

Operator: On file 

Operating Certificate(s) Held: None

According to a family member of the pilot, about 3 months before the accident, the pilot was en route at altitude when the airplane experienced a sudden nose-over event. A work order dated December 4, 2018, showed that several avionics components had been removed and repaired. The repair station owner who performed the repair work reported that the pilot flew the airplane following the repair work and the pilot reported to him that everything was working perfectly. He spoke with the pilot following the flight on December 22, 2018, and the pilot reported that “there were no issues with the airplane and that the flight was uneventful.”

The maintenance records were not located during the investigation. Copies of the last annual inspection were provided by the insurance company. The last annual inspection was completed on February 15, 2018. The airframe total time was recorded as 5,585.7.

According to the Pilot’s Operating Handbook for the Beechcraft Baron 58P, the airspeed markings for the full flap operating range were between 78 and 143 knots indicated airspeed (KIAS) and the normal operating range was between 84 and 196 KIAS. Investigators were not able to establish the airplane's weight at the time of the accident and therefore, it was not possible to determine the airplane's actual stall speed at the time of the accident.

Meteorological Information and Flight Plan

Conditions at Accident Site: Instrument (IMC)

Condition of Light: Dusk

Observation Facility, Elevation: FSD,1427 ft msl

Distance from Accident Site: 5 Nautical Miles

Observation Time: 16:56 Local 

Direction from Accident Site: 360°

Lowest Cloud Condition: Visibility 10 miles

Lowest Ceiling: Overcast / 800 ft AGL Visibility (RVR):

Wind Speed/Gusts: 8 knots / Turbulence Type

Forecast/Actual: /

Wind Direction: 40° 

Turbulence Severity Forecast/Actual:  /

Altimeter Setting: 30.23 inches Hg

Temperature/Dew Point: -1°C / -3°C

Precipitation and Obscuration:

No Obscuration; No Precipitation

Departure Point: Grand Rapids, MI (GRR)

Type of Flight Plan Filed: IFR

Destination: Tea, SD (Y14)

Type of Clearance: IFR

Departure Time: 15:07 Local 

Type of Airspace: Class D

The closest official weather observation station was Joe Foss Field Airport (FSD), Sioux Falls, South Dakota, located 8 miles north of Y14 and 5 miles north of the accident site. The following conditions were reported at the time of the accident: FSD weather observation at 1656, wind from 040° at 8 knots, visibility 10 miles or more, ceiling overcast at 800 ft agl, temperature -1° Celsius (C), dew point temperature -3° C, altimeter 30.24 inches of mercury (Hg).

The terminal aerodrome forecast (TAF) available before the accident flight was issued at 0755, and it was updated at 1127. The 0755 TAF showed that IFR conditions were expected to improve to visual flight rules conditions by the time of the accident, wind from 070° at 5 knots, visibility greater than 6 miles, and ceiling broken at 6,000 ft agl. An updated forecast issued at 1127 reported that conditions were expected to improve to minimum visual flight rules (MVFR) conditions, wind from 060° at 5 knots, visibility greater than 6 miles, and a broken ceiling at 1,000 ft agl. However, the forecasts did not correspond to the weather conditions FSD reported at 1656 (7 minutes before the accident), at which time IFR not MVFR conditions prevailed.

The United States Naval Observatory reported that the sun set in Sioux Falls at 1656 and that the end of evening civil twilight was 1728. At the time of the accident, the sun was 2° below the horizon at an azimuth of 239°.

Airport Information

Airport: Joe Foss Field Airport KFSD 

Runway Surface Type:

Airport Elevation: 1429 ft msl 

Runway Surface Condition:

Runway Used: 

IFR Approach: RNAV Runway

Length/Width:

VFR Approach/Landing: None

Wreckage and Impact Information

Crew Injuries: 1 Fatal

Aircraft Damage: Destroyed

Passenger Injuries:1 Fatal 

Aircraft Fire: On-ground

Ground Injuries: N/A

Aircraft Explosion: None

Total Injuries: 2 Fatal

Latitude, Longitude: 43.501945,-96.700836(est)

The initial impact point was located in trees and along the back of a structure in a residential area. All major components of the airplane were located at the accident scene. Both engines, the wings, and the empennage separated during the impact sequence and were located within the debris field.

The fuselage was fragmented and exhibited postimpact fire damaged. Both wings were fragmented and exhibited postimpact fire damage. Both flap actuators were extended 5 inches consistent with 20° of flaps. The aileron flight control cables were impact damaged and separated. Damage to the flight control cables was consistent overload separation due to impact forces.

The empennage was fragmented due to impact forces and exhibited postimpact fire damage. The vertical stabilizer and exhibited impact damage at the root. The rudder had separated from the vertical stabilizer and exhibited impact damage. The horizontal stabilizer exhibited impact and fire damage. The left elevator remained partially attached, and the right elevator had separated; both elevators exhibited impact and fire damage. The rudder and elevator control cables exhibited impact damage and had separated due to impact forces.

Both engines exhibited impact damage and had separated from the airframe. Examination of both engines revealed no preaccident mechanical malfunctions or failures that would have precluded normal operation.

Both propeller assemblies remained attached to their respective engines. The propeller blades for the right engine exhibited chordwise scratching, bending, and leading edge damage. The propeller blades for the left engine exhibited chordwise scratches across the cambered surface and leading edge damage.

Medical and Pathological Information

An autopsy of the pilot was performed by the Sanford Health Pathology Clinic on December 26, 2018, as authorized by the Minnehaha County Coroner's office. The autopsy concluded that the cause of death was multiple blunt force injuries. Toxicology testing of the pilot's tissue and fluid samples performed at the FAA Forensic Sciences Laboratory, Oklahoma City, Oklahoma, were negative for all tests conducted. 

Springville, St. Clair County, Alabama

SPRINGVILLE, Alabama — Updated: Authorities said they have found no evidence of a plane crash in the Springville area following a complete grid search by the St. Clair County Sheriff’s Office, Springville Police Department and the Odenville Police Department. The sheriff’s office used the Air One helicopter to conduct the search. 

Authorities spoke with several witnesses during the search who said they saw the plane flying low, but it continued on.

The search focused on an area around County Road 12 and Belaire Drive.

Reported earlier: The Springville Police Department is currently searching for signs of a possible plane wreckage in the area.

According to authorities, a caller reported seeing a plane going down along Interstate 59.

Springville Police Chief Wayne Walton said the Federal Aviation Administration has no record on a plane going down in the area.

St. Clair County’s helicopter, Air One is assisting in the search.

https://www.trussvilletribune.com

SPRINGVILLE, Alabama (WIAT) — After receiving reports of a plane crash in Springville, police who have searched the area have concluded there is no evidence a plane went down in the area.

According to Juana Corbin, public information officer for the St. Clair County Sheriff’s Office, a caller claimed they saw what looks to be a plane going down as they were traveling down I-59. 

Officers with the St. Clair County Sheriff’s Office, the Springville Police Department and the Odenville Police Department spoke to several witnesses, who said they did not see the plane crash, but that it was reportedly flying low.

A grid search of the area turned up no evidence of a plane crash.

https://www.cbs42.com