CEN14FA102

The pilot’s failure to maintain control of the airplane as he attempted to return to the airport after encountering dark night conditions and heavy snow showers.

The instrument-rated pilot received weather data via a computerized flight planning service on the morning of the accident. The briefing included a synopsis for upper Michigan that indicated overcast conditions at 3,000 feet with cloud tops at 12,000 feet, visibility of 3 to 5 miles with light snow showers and mist, and wind from the northwest gusting to 25 knots. An airmen's meteorological information was current for instrument flight rules conditions with ceilings below 1,000 feet and visibility below 3 miles with precipitation, mist, and blowing snow at the time of the accident. Several witnesses reported hearing the airplane heading west, which was in the direction of the departure airport. Another witness stated that, due to the snow, he could only see the airplane's lights but that it appeared that the airplane banked "hard," pitched up and down, and accelerated as it descended. The airplane impacted terrain about 1 mile east of the airport in a heavily wooded valley. The airplane was substantially damaged from impact and a postimpact fire. One witness reported whiteout conditions and several witnesses reported that it was snowing heavily at the time of the accident. Dark light and gusting wind conditions were also present at the time of the accident. An examination of the airplane and engine did not reveal any preimpact anomalies that would have prevented normal operation. The pilot was likely trying to return to the airport after encountering dark night conditions and heavy snow showers and subsequently lost control of the airplane.

The pilot did not receive an IFR clearance for the flight and there was no radio communication between the pilot and air traffic control. Local pilots reported that it was very difficult to contact air traffic control on the ground at N98 and that most pilots departing IFR from N98 pick up their clearances once airborne. The airplane was below radar coverage for the area. Autopsies were performed on the pilot and passenger at Spectrum Health, Grand Rapids, Michigan on January 7, 2014. The cause of death for both the pilot and passenger was attributed to multiple blunt injuries. Toxicology testing was performed by the Federal Aviation Administration Civil Aerospace Medical Institute. Testing results were negative for all substances in the screening profile. The weather conditions recorded at the Charlevoix Municipal Airport (KCVX), Charlevoix, Michigan, located 16 miles northwest of the accident site were: At 0655: wind from 340 degrees at 18 knots gusting to 27 knots, visibility 2.75 miles with light snow, sky condition 1,800 scattered, 2,500 feet broken, 2,900 feet overcast, temperature -12 degrees Celsius, dew point -16 degrees Celsius, and altimeter 29.75 inches of mercury. At 0715: wind from 340 degrees at 18 knots gusting to 27 knots, visibility 1.25 miles with light snow, sky condition 1,400 feet broken, 2,300 feet broken, 2,900 feet overcast, temperature -12 degrees Celsius, dew point -16 degrees Celsius, and altimeter 29.75 inches of mercury. The weather conditions recorded at the Gaylord Regional Airport (GLR), Gaylord, Michigan, located 19 miles southeast of the accident site were: At 0653: wind from 330 degrees at 7 knots gusting to 16 knots, visibility 4 miles with light snow, sky condition 3,900 feet broken, 6,500 feet overcast, temperature -15 degrees Celsius, dew point -18 degrees Celsius, and altimeter 29.63 inches of mercury. At 0714: wind from 330 degrees at 8 knots varying from 290 degrees to 010 degrees, visibility 1.75 miles with light snow, sky condition 3,400 feet overcast, temperature -15 degrees Celsius, dew point -18 degrees Celsius, and altimeter 29.63 inches of mercury. The weather conditions recorded at the Harbor Springs Airport, (MGN), Harbor Springs, Michigan, located 15 miles north of the accident site were: At 0654: wind from 320 degrees at 9 knots gusting to 15 knots varying between 290 degrees to 350 degrees, visibility 4 miles with light snow, sky condition 1,200 feet broken, 2,600 feet broken, 2,600 feet overcast, temperature -13 degrees Celsius, dew point -16 degrees Celsius, and altimeter 29.72 inches of mercury. At 0715: wind from 300 degrees at 10 knots gusting to 15 knots varying from 290 degrees to 350 degrees, visibility 5 miles with haze, sky condition 1,500 feet scattered, 3,600 feet broken 5,000 feet overcast, temperature -13 degrees Celsius, dew point -17 degrees Celsius, and altimeter 29.72 inches of mercury. Records indicate the pilot received a computerized weather briefing on the morning of the accident. The briefing included local observations, area forecasts and synopsis, notices to airmen, winds aloft, significant meteorological information (SIGMETS) and airmen's meteorological information (AIRMETS). The synopsis for upper Michigan called for overcast conditions at 3,000 feet with cloud tops at 12,000 feet, visibilities 3 to 5 miles with light snow showers and mist, and wind from the northwest gusting to 25 knots. An AIRMET issued for IFR conditions with ceilings below 1,000 feet and visibilities below 3 miles with precipitation, mist, and blowing snow. A witness who heard the airplane while it was on the airport stated the wind velocity was 10 to 15 miles per hour and gusting. She stated it was dark and snowing at the time. She stated the blowing snow occasionally created white-out conditions. Several witnesses reported that it was snowing heavily at the time of the accident. Extreme winter weather conditions delayed the investigative team's arrival until January 9, 2014. Prior to the team's arrival, the wreckage was moved by Boyne City and Charlevoix County Sheriff's Office personnel to a secured hangar at N98. The accident site was 1.07 miles east of the departure end of runway 09 at N98. The wreckage was located at the edge of a heavily wooded area that was in a valley between two rolling hills. The wooded area contained trees that ranged between 50 and 80 feet in height. A path of broken trees on the down sloping terrain was visible leading up to the snow covered ground impact area. The heading from the initial tree strike to the ground impact was 300 degrees. Broken tree branches indicated a descent angle of about 45 degrees. The distance from the initial tree impact to the main ground impact was about 200 feet. The Charlevoix County Sheriff's Department reported the fuselage came to rest up against a tree that was near the initial ground impact. The engine was located about 100 feet northwest of the initial ground impact and the propeller was about 50 feet northwest of the engine. The right wing was located between the engine and the propeller. Portions of the wreckage were subjected to a postimpact fire. The cockpit area including the instrument panel was destroyed by impact and fire damage. The center section of the fuselage below the floor remained attached to the inboard section of the right wing. The cockpit area above the floor was destroyed by impact and fire. All of the structural and flight control tubing sustained impact and fire damage. The aft fuselage was separated from the cockpit area. The rudder remained attached to the vertical stabilizer. The elevators remained attached to the horizontal stabilizers. The entire empennage sustained impact damage. The position of the landing gear jackscrew indicated the landing gear was in a transit position. The right wing was separated from the airframe. Both the inboard and wingtip section of the wing were separated from the center portion of the wing. The inboard section of the wing, including the landing gear, remained attached to the lower portion of the fuselage. The inboard section of the wing sustained fire damage. The leading edge of the center section of the wing was crushed. The leading edge of the wing just outboard of the inboard portion of the aileron contained concave impact damage indicative of a tree strike. The aileron was attached to the wing. The flap was bent and separated from the wing. The fuel cap remained in place. The left wing separated in numerous pieces. The flap separated from the wing in two pieces. The outboard section of the aileron remained attached to the wing. The inboard section of the aileron was crushed and separated from the wing. The leading edge of the wing, outboard of the fuel filler cap, sustained concave impact damage indicative of a tree strike. The fuel cap remained in place. The left landing gear was separated from the wing. Flight control continuity to the wings could not be established due to the amount of impact damage and separation of the control push/pull tubes. Control continuity was established from the aft fuselage to the rudder and elevator control surfaces. The propeller was separated from the engine. The propeller spinner was crushed around the propeller hub. All of the blades contained varying degrees of chordwise scratching and polishing. One blade was twisted and bent rearward. The tip of the blade was curled aft. Impact damage was visible on the trailing edge of the blade with a chunk of the blade missing. The outboard third of the second blade was curled aft about 270 degrees. The third blade was relatively straight with leading edge damage on the outboard section of the blade. The engine was separated from the airframe. The engine sustained impact damage with the No. 6 cylinder pushed into the No. 4 cylinder. The piston pin on the No. 1 cylinder piston could not be removed and the pin would not clear the crankca