Initial Investigation Establishes Control Continuity

The NTSB has released its preliminary report from the accident May 14th during an airshow at Dekalb-Peachtree Airport (KPDK) which fatally injured airshow pilot Greg Connell.

According to the report, Connell's experimental amateur-built Pitts S-2SW, N24CD, collided with terrain during an aerial display at DeKalb-Peachtree Airport (KPDK), Atlanta, GA. The airplane was destroyed by impact forces and a post-crash fire. Day, visual meteorological conditions prevailed at the time of the accident, and no flight plan was filed. The local flight originated from KPDK about 1640.

The pilot of the Pitts was performing air show maneuvers and was part of a flight of two, with the other show pilot flying an MX2 airplane. An initial examination of video provided by witnesses indicated that the Pitts pilot performed a crossing maneuver with the MX2 over the airfield, and then he pulled up into a loop. As the Pitts descended out of the loop, the wings rocked back and forth as the MX2 approached from the opposite direction. Immediately prior to ground impact, the Pitts appeared to begin a level-off maneuver.

The airplane impacted the grass infield between runways 21L and 21R. The wreckage debris field was about 500 feet in length, and was oriented on a heading of 235 degrees. The main wreckage consisted of the fuselage, empennage, and the right wing. A post-crash fire consumed a majority of the main wreckage. A parachute was found in the cockpit seat and there were no indications of deployment. The left wing upper and lower surfaces were separated from the main wreckage during the impact sequence and were not burned.

Flight control continuity was established from the ailerons, elevator, and rudder surfaces to the cockpit controls. All fractures to the flight control connection rods exhibited signatures of overstress. The fuel tank was breached from fire and impact; however, some residual fuel was observed. The wooden propeller blades were separated at the hub and were splintered. Engine internal continuity was confirmed from the propeller flange to the rear accessory drives. Compression and suction was observed on all cylinders when the crankshaft was rotated manually. The spark plug electrodes exhibited normal wear and color when compared to a spark plug inspection chart. Both magnetos were removed and produced spark on all leads when tested.

The wreckage was retained for further examination.

The pilot held a commercial pilot certificate with airplane multi-engine land, airplane single engine land, and instrument airplane ratings. He also held a FAA repairman, experimental aircraft builder certificate and was the registered builder of the accident airplane. The pilot held a FAA second-class medical certificate with no restrictions. The pilot reported 1,800 total hours of flying experience on his medical certificate application that was dated June 17, 2015.

The reported weather conditions at PDK at 1653, about 6 minutes after the accident, included few clouds at 7,000 feet, visibility 10 statute miles or greater, and surface wind from 290 degrees at 17 knots with gusts to 25 knots.

(Source: NTSB. Image from file)

FMI: www.ntsb.gov