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ASN Wikibase Occurrence # 248290
Last updated: 25 November 2021
This information is added by users of ASN. Neither ASN nor the Flight Safety Foundation are responsible for the completeness or correctness of this information. If you feel this information is incomplete or incorrect, you can submit corrected information.

Type:Silhouette image of generic C82R model; specific model in this crash may look slightly different
Cessna R182 Skylane RG
Registration: N3652C
MSN: R18200296
Fatalities:Fatalities: 3 / Occupants: 3
Other fatalities:0
Aircraft damage: Written off (damaged beyond repair)
Location:West of Lee Gilmer Memorial Airport (GVL/KGVL), Gainesville, GA -   United States of America
Phase: En route
Departure airport:Gainesville-Lee Gilmer Memorial Airport, GA (GVL/KGVL)
Destination airport:Daytona Beach International Airport, FL (DAB/KDAB)
Investigating agency: NTSB
The pilot and two passengers were fatally injured. The airplane was operated as a Title 14 Code of Federal
Regulations Part 91 personal flight.

Prior to the airplane’s departure to DAB, between 1748 and 1758, a pilot at GVL observed the airplane
at the end of runway 11, behind the hold short lines, just to the left of the taxiway centerline. At that
time the engine was operating and there were no lights illuminated on the airplane.

According to preliminary Federal Aviation Administration air traffic control (ATC) information, while on
the ground at GVL the pilot established communication with the clearance delivery controller and
requested an instrument flight rules (IFR) clearance to DAB via a flight plan that included a route of
flight over the Dobbins Very High Frequency Omni-directional Radio-range (“Dobbins VOR”). The pilot
also requested an en route altitude of 3,000 ft msl. The controller issued the pilot an IFR clearance to
DAB and instructed the pilot to “hold for release.” The pilot advised the controller that they would
utilize Runway 11 for departure and depart within 5 minutes, to which the controller issued a release
for departure with instructions to fly heading 140°, maintain 3,000 ft, and issued a clearance void time
of 10 minutes.

The airplane departed GVL about 1808 to the southeast and the pilot established communication with
the satellite radar controller. The controller instructed the pilot to “ident” and “say altitude.” The pilot
responded that they were climbing through 1,800 for 3,000 ft. The controller radar identified the
airplane 1 mile southeast of GVL and issued the current altimeter setting. The airplane then began
turning southwest as it climbed through 2,200 ft. The controller informed the pilot that the airplane
appeared to be on a westbound heading and asked if he was on the assigned heading of 140°;
however, the pilot did not respond. The airplane began a rapid descent and then the Low Altitude Alert
System activated at the controller’s station. The controller issued a safety alert to the pilot as the
airplane was descending through 1,400 ft, but the pilot did not respond. The airplane was then
observed on the radar display climbing to 2,500 ft, before it began another rapid descent which was
followed by a loss of radar contact.

Preliminary track data indicated that after the airplane departed runway 11 at GVL, it began a right
turn and continued climbing, and ground speed increased until about 1809:25, when ground speed
started to decrease. The airplane reached a maximum altitude of 2,200 ft msl, before it began to
descend. While remaining in a right turn the airplane continued to descend until about 1809:34. The
airplane’s ground speed then increased from about 75 knots to about 165 knots before it began to
decrease, and then altitude and ground speed varied between 1,700-2,000 ft msl and 100-110 knots.
At 1810:19 the airplane’s ground speed began to decrease rapidly from about 100 knots to below 30
knots while climbing from about 2,000 to 2,500 ft, before its ground speed increased and the airplane
descended rapidly until track data was lost.

Examination of the accident site revealed that the airplane impacted wooded terrain about 3/4 mile
southwest of the approach end of Runway 5 at GVL. The outboard half of left wing was located in a
tree. The engine and portions of the right wing, cabin, and empennage were found approximately 550
ft from the initial impact point with the tree.

All the flight control cables exhibited signatures of tension overload with their associated cable ends
attached to the cockpit flight controls and flight control surfaces. The attitude indicator was
disassembled, and rotational scoring was present on the gyro rotor and the rotor housing. Disassembly
of vacuum pump revealed that the composite drive assembly, carbon rotor and carbon vanes were

Examination of the propeller and engine revealed that the propeller remained attached to the engine
crankshaft flange and the engine remained attached to the airplane firewall. Both propeller blades
were free to rotated in the hub. One propeller blade was displaced aft about 50° and the outboard 8-
inches was bent aft about 90°. The blade tip was broken off, and the trailing edge of the bent portion
exhibited “S” bending. The tip of the second propeller blade was bent forward and twisted slightly
toward the blade face. The engine crankshaft was rotated by turning the propeller and continuity of
the crankshaft to the rear gears and to the valve train was confirmed. Compression and suction were
observed from all cylinders except from the No. 4 cylinder which was impact damaged.

METAR KGVL 262253Z 08009KT 4SM BR OVC004 07/06 A3016



Revision history:

27-Feb-2021 00:19 Geno Added
27-Feb-2021 01:31 Geno Updated [Time, Total fatalities, Total occupants, Other fatalities, Source, Narrative]
27-Feb-2021 01:49 Geno Updated [Aircraft type, Registration, Cn, Operator, Phase, Departure airport, Destination airport, Source]
27-Feb-2021 06:53 harro Updated [Registration, Operator, Phase, Source, Damage, Narrative, Category]
10-Jul-2021 08:40 aaronwk Updated [Time, Phase, Nature, Source, Narrative]

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