National Transportation Safety Board

Aviation Accident Preliminary Report

Location: Atlanta, GA Accident Number: ERA20FA021

Date & Time: 10/30/2019, 1032 EDT Registration: N56258
Aircraft: Piper PA28R Injuries: 2 Fatal
Flight Conducted Under: Part 91: General Aviation - Personal

On October 30, 2019, about 1032 eastern daylight time, a Piper PA-28R, N56258, was
destroyed following an inflight break up, and impact with a residential building and terrain
near DeKalb-Peachtree Airport (PDK), Atlanta, Georgia. The commercial pilot and passenger
were fatally injured. The airplane was privately owned and operated under the provisions of
Title 14 Code of Federal Regulations Part 91 as a personal flight. Instrument meteorological
conditions prevailed, and an instrument flight rules (IFR) flight plan was filed for the flight
that originated at PDK about 1014 and was destined for Mid-Carolina Regional Airport (RUQ),
Salisbury, North Carolina.

According to air traffic control communication and radar data provided by the Federal Aviation
Administration (FAA), the pilot established communication with the ground controller at PDK
and advised that he had received Automatic Terminal Information Service Hotel (H). The
0953, weather observation included variable wind at 6 knots, visibility 6 miles with mist, with
an overcast ceiling at 400 feet above ground level. Before departing, the pilot received an IFR
release with instructions to fly a heading of 090°. The controller then cleared the flight for
takeoff on runway 12L with a left turn to a heading of 090°, and advised the pilot the current
winds were 150° at 5 knots.

The pilot established communication with the departure controller as he was climbing through
2,000 feet in a right turn to a heading of 090°. The controller instructed him to climb to 5,000
feet and proceed direct to the Athens (AHN) VORTAC. Additionally, the controller advised him
of moderate precipitation extending to the east for 10 miles along their route of flight to AHN.
The pilot began a right turn to the southeast and the controller instructed the pilot to turn left
direct AHN, advising the pilot that it appeared that they were heading southbound. The pilot
turned eastbound and the controller asked if they were showing a route direct to AHN, to
which the pilot responded "affirmative." The airplane continued eastbound for approximately
three miles before again turning southbound. The controller instructed the pilot to fly a
heading of 090° and the pilot advised that they had "…lost their vacuum gauge." At that time
the airplane was at 5,000 feet and turned to the northeast briefly before it entered a right turn
and rapidly descended to 3,700 feet. The controller instructed the pilot to maintain "wings
level" and maintain 4,000 feet; however, the pilot did not respond. The controller made

Page 1 of 4 ERA20FA021
This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when
the final report has been completed.
additional transmissions to the pilot to maintain wings level without a response, there were no
additional communications with the flight, and radar contact was lost.

An examination of the accident site revealed the airplane impacted a residential apartment
building 1.5 miles southeast of PDK. The airplane struck the wooden roof near the back wall,
then continued through the second floor coming to rest in the kitchen area. The engine was
located inside the apartment's crawl space and kitchen area, while the fuselage and cockpit
remained outside of the residence back door. Additionally, the right main gear and sections of
the rightwing flap were located on the second floor of the adjacent apartment. The debris field
was about 790 feet in length on a magnetic heading of about 270° from the crash site. At the
beginning of the debris field, a portion of the rightwing tip was located on the roof of another
residential building. Within the debris field was a portion of the leftwing tip, right aileron,
horizontal stabilizer and vertical stabilizer with the rudder attached by one hinge.

The engine remained attached to its mounts and the firewall. One of the three propeller blades
were broken at the base of the propeller hub. All the propeller blades had scoring and impact
marks throughout the span of the blades. The left wing aileron was not located during the
initial search.

Flight control continuity was not confirmed, but flight control cable terminations were
observed intact at the rudder pedal assembly in the cockpit. The aileron cable chain was
fracture separated with one end still attached to the cable. The stabilator cables remained
attached to the stabilator idler arm in the cockpit. The flap control cable remained attached to
the flap selector handle. All the cables were separated between the cockpit controls and the
control surfaces with signatures consistent with overload due to impact or cuts made to
facilitate recovery of the wreckage.

The left wing spar inboard attach flanges were located at the accident site; a small section of
the wing box which had separated from the main wreckage revealed a fracture of the lower spar
cap that occurred on the outboard pair of attach bolts. The fracture surface was clean and
smooth with no apparent indications of fatigue progression and exhibited damage signatures
consistent with impacting the building. The outboard section of the left wing was separated
chordwise at the main spar splice joint and the fractures were consistent with overload. It was
located on the ground near the entrance gate to an apartment complex.

The right wing spar was located near the fuselage, it remained attached to the wing box. The
outboard portion of the right wing was separated chordwise at the main spar splice joint and
the fractures were consistent with overload. The outer section of the left wing was recovered
from the roof of a residential building.

The stabilator's left and right tips were located in the debris field away from the fuselage. The
center portion of the stabilator was impact damaged and separated chordwise about mid-span
and the fractures were consistent with overload. The trim tab remained attached to the
portions of the stabilator by its hinges. The forward spar of the stabilator was separated about
12" either side of the aircraft centerline. The center portion of the forward stabilator spar,
including the balance tube and weight, remained attached to the tailcone bulkhead at its
hinges.

Page 2 of 4 ERA20FA021
This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when
the final report has been completed.
The vertical stabilizer and rudder were separated from the tailcone and the fractures were
consistent with overload. It was located along the debris field between the wing tips and the
main wreckage. The rudder remained attached to the vertical stabilizer by its upper hinge. The
rudder horn was separated from the rudder and the rudder cables remained attached to the
horn. The rudder stops were intact and unremarkable.

The wreckage was recovered and retained for further examination.

According to FAA airmen records, the pilot held a commercial pilot certificate with ratings for
airplane single-engine land, airplane multiengine land, and instrument airplane. At the time of
the accident, the pilot held a third-class medical certificate issued on April 18, 2018 and
reported 4,850 hours of flight experience.

The weather conditions reported about 1027 at PDK, about 1.5 miles northwest of the accident
site, included visibility of 3 statute miles, overcast sky at 400 feet agl, light rain and mist, wind
variable at 3 knots, temperature 19°C, dew point 19°C, and a barometric altimeter setting of
30.11 inches of mercury.

Aircraft and Owner/Operator Information

Aircraft Make: Piper Registration: N56258
Model/Series: PA28R 200 Aircraft Category: Airplane
Amateur Built: No
Operator: On file Operating Certificate(s) None
Held:

Meteorological Information and Flight Plan

Conditions at Accident Site: Instrument Conditions Condition of Light: Day
Observation Facility, Elevation: PDK, 998 ft msl Observation Time:
Distance from Accident Site: 1 Nautical Miles Temperature/Dew Point: 19°C / 19°C
Lowest Cloud Condition: Wind Speed/Gusts, Direction: 5 knots / , Variable
Lowest Ceiling: Overcast / 400 ft agl Visibility: 3 Miles
Altimeter Setting: 30.11 inches Hg Type of Flight Plan Filed: IFR
Departure Point: Atlanta, GA (PDK) Destination: Salisbury, NC (RUQ)

Page 3 of 4 ERA20FA021
This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when
the final report has been completed.
Wreckage and Impact Information
Crew Injuries: 1 Fatal Aircraft Damage: Destroyed
Passenger Injuries: 1 Fatal Aircraft Fire: None
Ground Injuries: N/A Aircraft Explosion: None
Total Injuries: 2 Fatal Latitude, Longitude: 33.856944, -84.290556 (est)
Administrative Information
Investigator In Charge (IIC): Peter C Wentz
Additional Participating Persons: Ken Reed; FAA - FSDO; Atlanta, GA
Jon Hirsh; Piper Aircraft Inc; Vero Beach, FL
Mike Childers; Lycoming Engines; Williamsport, PA
Note: The NTSB traveled to the scene of this accident.

Page 4 of 4 ERA20FA021
This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when
the final report has been completed.