HISTORY OF FLIGHTOn December 21, 2023, about 1714 eastern standard time, a Hawker Beechcraft Corp. G36 airplane, N23VS, was destroyed when it impacted terrain near Buford, Georgia. The private pilot was fatally injured. The airplane was operated by the pilot under the provisions of Title 14 Code of Federal Regulations Part 91 as a personal flight. According to the pilot’s family, the airplane was based at Dekalb-Peachtree Airport (PDK), Atlanta, Georgia, and the purpose of flight was to perform a local flight in the area. According to FAA ADS-B data, the airplane departed PDK at 1701 and navigated north, cruising at 3,000 ft mean sea level (msl). About 5 minutes into the flight, the flight track turned northeast toward Lake Lanier, Georgia, and the airplane continued to maintain 3,000 ft msl and about 160-170 knots groundspeed. At 1712:32, the flight track turned east and the airplane continued to maintain 3,000 ft msl, but groundspeed slowed to 98 knots. Subsequently, groundspeed and altitude began to decrease, and the flight track continued east over Lake Lanier. At 1714:19, the final position recorded was .1 mile north of the accident site. The airplane was about 100 ft above ground level, had turned to the right (south), and groundspeed was 70 knots. Figures 1 and 2 provide an overview of the final few minutes of the ADS-B flight track. Figure 1: Overview of the ADS-B flight track for the final few minutes of flight. Figure 2: Closer view of the ADS-B flight track for the final minute of flight. A witness near the accident site observed the airplane flying low over the water from west to east. He observed the airplane enter a right bank towards a tree line along the shoreline. The airplane subsequently impacted the trees, then abruptly descended and impacted a parking lot. Simultaneously with the impact, the airplane exploded, and a large fire developed around the entire airplane. Another witness near the accident site heard the airplane’s impact with trees. Neither witness heard the sound of an airplane engine. A distant surveillance camera captured the final moments of flight, and showed the airplane in a flight path consistent with the witness reports. The airplane’s position/ landing lights were on, the airplane was descending in a right bank, and subsequently exited the camera view. Immediately after exiting the camera view, an explosion was observed. Numerous fixed-base operators were requested to provide fuel receipts or fuel records for the accident airplane; however, no records were located for any recent time preceding the accident. AIRCRAFT INFORMATIONAccording to maintenance records and Continental Motors factory records, the engine was factory assembled and packed on March 20, 2023, and installed on the airplane May 1, 2023. The most recent annual inspection was completed on May 1, 2023. The last maintenance entry in the engine logbook was on September 26, 2023, with an engine total time of 55.4 and an airplane Hobbs total time of 1,602. This maintenance inspection was for an oil change, which was performed by the accident pilot. The filter was also checked for contaminants, with none observed. According to the pilot’s operating handbook (POH), the airplane was equipped with two main wing fuel tanks that contained 37 gallons of usable fuel per tank. A visual measuring tab was attached to each filler neck of each individual cell. The bottom of the tab indicated 27 gallons of usable fuel in the cell, and the detent slot on the tab indicated 32 gallons of usable fuel in the cell. The engine-driven fuel injector pump delivers approximately 10 gallons of excess fuel per hour, which bypasses the fuel control and returns it to the cell being used. Fuel quantity is measured by float-operated fuel level sensors located in each wing tank system. These sensors transmit electrical signals to the engine and airframe interface to generate the left and right usable fuel quantity displayed in the engine and systems display portion of the MFD (Multi-Function Display). The fuel selector valve handle was located forward and to the left of the pilot’s seat. Takeoffs and landings must be made using the tank that is nearest full. The POH cautioned pilots to observe that the long, pointed end of the handle aligns with the fuel tank position being selected. According to FAA Airworthiness records, on April 19, 2010, the airplane was equipped with J.L. Osbourne tip tanks. They were installed in accordance with FAA supplemental type certificate STC SA4-1629. The airplane flight manual supplement detailed that the two tip tanks could contain 20 gallons of fuel to be transferred to the main fuel tanks. The tanks were to be loaded symmetrically. The normal procedures section stated that fuel could be transferred in level flight at approximately 25 gallons per hour per tank. The amount of fuel transferred to the main tanks should only occur once sufficient fuel was consumed from the main tanks. The cockpit contained a switch to start and stop the fuel transfer pumps. The POH’s provided the following emergency procedures: Figure 3: Emergency Airspeeds. AIRPORT INFORMATIONAccording to maintenance records and Continental Motors factory records, the engine was factory assembled and packed on March 20, 2023, and installed on the airplane May 1, 2023. The most recent annual inspection was completed on May 1, 2023. The last maintenance entry in the engine logbook was on September 26, 2023, with an engine total time of 55.4 and an airplane Hobbs total time of 1,602. This maintenance inspection was for an oil change, which was performed by the accident pilot. The filter was also checked for contaminants, with none observed. According to the pilot’s operating handbook (POH), the airplane was equipped with two main wing fuel tanks that contained 37 gallons of usable fuel per tank. A visual measuring tab was attached to each filler neck of each individual cell. The bottom of the tab indicated 27 gallons of usable fuel in the cell, and the detent slot on the tab indicated 32 gallons of usable fuel in the cell. The engine-driven fuel injector pump delivers approximately 10 gallons of excess fuel per hour, which bypasses the fuel control and returns it to the cell being used. Fuel quantity is measured by float-operated fuel level sensors located in each wing tank system. These sensors transmit electrical signals to the engine and airframe interface to generate the left and right usable fuel quantity displayed in the engine and systems display portion of the MFD (Multi-Function Display). The fuel selector valve handle was located forward and to the left of the pilot’s seat. Takeoffs and landings must be made using the tank that is nearest full. The POH cautioned pilots to observe that the long, pointed end of the handle aligns with the fuel tank position being selected. According to FAA Airworthiness records, on April 19, 2010, the airplane was equipped with J.L. Osbourne tip tanks. They were installed in accordance with FAA supplemental type certificate STC SA4-1629. The airplane flight manual supplement detailed that the two tip tanks could contain 20 gallons of fuel to be transferred to the main fuel tanks. The tanks were to be loaded symmetrically. The normal procedures section stated that fuel could be transferred in level flight at approximately 25 gallons per hour per tank. The amount of fuel transferred to the main tanks should only occur once sufficient fuel was consumed from the main tanks. The cockpit contained a switch to start and stop the fuel transfer pumps. The POH’s provided the following emergency procedures: Figure 3: Emergency Airspeeds. WRECKAGE AND IMPACT INFORMATIONThe airplane impacted a line of trees along the Lake Lanier shoreline. A ground scar was located about 50 ft from the initial impact with trees. The wreckage debris path was oriented on a 220° magnetic heading and was about 110 ft in length. Figure 3 shows the accident site and the witness-described flight path. Figure 3: Aerial image of the accident site annotated with the witness-described flight path (red line). Image courtesy Hall County Sheriff’s Office. All major portions of the airframe were located in one compact area. The airframe sustained severe thermal damage; however, the engine sustained limited thermal damage. Flight control continuity was established from all primary flight control surfaces to the cockpit except for separations consistent with impact forces or thermal damage. The cockpit sustained severe thermal damage and all switches, levers, and flight instruments were thermal- or impact-damaged. The Garmin G1000 sustained severe thermal damage, preventing recovery of any non-volatile memory. The flap actuators were consistent with a retracted flap position. The landing gear was found retracted. The majority of the fuel system was not observed due to severe thermal damage. Fragments of fuel system plumbing were found thermally damaged throughout the wreckage. The left wing main tank was ruptured and consumed by fire and the left tip tank separated from the wing, ruptured, and was empty of fuel. The right wing main tank was found breached, but still containing fuel. About 10 gallons of fuel were recovered from the right main tank. The right tip tank remained attached to the wing and was found empty of fuel. The fuel selector valve was not observed in the wreckage. The fuel strainer screen normally housed in the fuel selector was found loose in the wreckage with thermal damage. The fuel hoses forward of the firewall exhibited thermal damage. The firewall largely protected the engine from severe thermal damage. The No. 6 cylinder rocker cover was cracked, consistent with impact damage. There was no other major external damage noted to the engine. Engine examination and teardown revealed no evidence of preimpact mechanical malfunctions or failures that would have precluded normal operation. The propeller flange and hub had separated from the engine and were located in the debris path. All three propeller blades remained attached to the hub. One blade exhibited s-bending, tip curling, and chordwise scratching. A second blade exhibited tip curling and chordwise scratching. The third blade remained relatively straight and contained a lesser amount of chordwise scratching. MEDICAL AND PATHOLOGICAL INFORMATIONAccording to the autopsy, conducted by Forensic Medicine Associates Inc., at the DeKalb County Forensic Science Center, Decatur, Georgia, the pilot’s cause of death was multiple blunt force injuries, with additional thermal injuries, and the manner of death was an accident. Evidence of atherosclerotic and hypertensive cardiovascular disease was identified, including plaque causing 75-99% narrowing of the right coronary artery, 50% narrowing of the left main coronary artery, 50% narrowing of the left anterior descending coronary artery, and 30% narrowing of the left circumflex coronary artery. Visual examination of the heart muscle did not identify other significant natural disease, although thermal injury was present. Toxicology testing performed by the FAA Forensic Sciences Laboratory, detected Carboxyhemoglobin at 10% and cyanide (1.46 ug/ml). The testing was also positive for losartan, and atorvastatin. The testing was negative for ethanol. Carboxyhemoglobin is formed when carbon monoxide binds to hemoglobin in blood, diminishing the blood’s ability to deliver oxygen to body tissues. Carbon monoxide is an odorless, tasteless, colorless, nonirritating gas that can be produced during hydrocarbon combustion. Exposure to carbon monoxide usually occurs by inhalation of smoke or exhaust fumes. Symptoms of low-level carbon monoxide exposure are nonspecific and variable, and may include headache, nausea, and tiredness. Increasing levels of exposure may become impairing or incapacitating, causing more serious neurocognitive, cardiac, and/or vision problems, progressing to death above carboxyhemoglobin levels of about 50% (or lower if other serious medical conditions co-exist), although symptoms are not simply predictable from carboxyhemoglobin levels. Cyanide is a fast-acting poison that interferes with cells’ ability to use oxygen. Cyanide may be produced as a byproduct of the combustion of nitrogen-containing polymers, which are found in a variety of goods including some plastics, upholstery materials, and synthetic rubbers. Cyanide exposure frequently occurs by inhalation during fires in which such goods are burning. Notably, the cyanide level can increase in pooled cavity blood that is passively exposed to atmospheric cyanide from fire after a person’s death. To a lesser extent, the carboxyhemoglobin level also can increase slightly in pooled cavity blood passively exposed to carbon monoxide from fire. Losartan is a prescription medication commonly used to treat high blood pressure. Atorvastatin is a prescription medication commonly used to control cholesterol and reduce cardiovascular risk. Losartan and atorvastatin are not generally considered impairing.