NTSB Factual Report

HISTORY OF FLIGHT

On February 19, 2011, about 1710 eastern standard time, a Cessna 150E, N3022J, was substantially damaged when it impacted the ground in an open field near Ware Shoals, South Carolina. The airplane departed about 1630 from the owner's private property, located approximately 1 1/2 miles on a 352 degree course from the accident location. Visual meteorological conditions prevailed and no flight plan had been filed. The non-certificated pilot was fatally injured. The personal local flight was conducted under the provisions of 14 Code of Federal Regulations Part 91.

According to family members, the non-certificated pilot flew over his property and remained in the vicinity of his private airstrip. A family member and several local eyewitnesses reported that it was the non-certificated pilot's habit to "fly low."

According to eyewitnesses, the airplane was observed flying overhead about 10 to 15 feet above a tree, that was approximately 70 feet in height, located near their house. One eyewitness reported to an NTSB investigator and Sheriff's Deputies that the airplane was "very low that I was able to see his profile in the cockpit and identify the colors of the plane." Several eyewitnesses stated that when the airplane was in the vicinity of the tree the engine "revved up" followed by the left wing dropping.

PERSONNEL INFORMATION

According to family members, the non-certificated pilot, age 69, received training approximately 30 years prior to the accident. He received training up to and including a solo endorsement. The non-certificated pilot did not maintain a pilot flight time logbook and an accurate account of flight experience could not be determined. They further stated that the non-certificated pilot had flown the day prior to the accident after not flying for about six weeks due to a fracture in his right foot.

AIRPLANE INFORMATION

According to Federal Aviation Administration (FAA) records, the airplane was issued an airworthiness certificate on January 8, 1965, and registered to the non-certificated pilot on July 6, 2008. The airplane's most recent annual inspection was dated on November 1, 2008. At the time of the inspection the reported aircraft total time was 3,225.61 time in service. The airplane was equipped with a Continental Motors O-200-A engine. The airplane was issued a supplement type certificate in December 1988 to utilize autogas with a minimum of 87 octane. The engine’s most recent annual inspection was dated November 1, 2008 at the time of the inspection the engine had 2,086.8 total hours since major overhaul and 480.3 hours since top overhaul. The tachometer and hour meter were located in the wreckage and indicated 3,290.55 hours and 3,623.6 hours respectively.

METEROLOGICAL INFORMATION

The 1656 recorded weather observation at Anderson Regional Airport (AND), Anderson, South Carolina, located approximately 27 miles to the west of the accident location, included variable winds at 3 knots, visibility 10 miles, clear skies, temperature 23 degrees C, dew point minus 6 degrees C; barometric altimeter 30.16 inches of mercury.

WRECKAGE AND IMPACT INFORMATION

The airplane was found inverted in an open field. The debris path from the first impact point to the main wreckage was 236 feet in length. The wreckage debris path was oriented on 236 degree magnetic heading.

Examination of the wreckage indicated that the left main landing gear was impact separated at the fuselage attach point and located 369 feet from the main wreckage. The outboard six feet of the left wing's leading edge indicated aft impact crush damage. The left wing tip was impact separated and located in the vicinity of the initial impact point.

The fuselage was impact separated aft of the aft bulkhead in the cargo compartment and remained attached by elevator, elevator trim, and rudder cables. The elevator remained attached to the horizontal stabilizer, exhibited impact damage on the outboard tip of the left horizontal stabilizer, and the counterweights remained attached to the elevator. The elevator trim tab was measured at 1.44 inches, which correlates to an almost neutral trim position. The rudder was impact separated from the rudder bell crank and located in the debris path about 8 feet from the main wreckage.

The right wing exhibited minor leading edge damage on the outboard approximate 4 feet.

Examination of the fuel caps revealed that they were secured and in place with weather checks on the gasket. The fuel caps were removed and fuel was measured in the left tank where approximately 3.2 inches of fuel remained. The fuel was examined, no water or debris was found, and the fuel was consistent with color and smell of autogas. The airplane wing was placarded for the use of autogas. The gascolator remained attached to the firewall, the mesh screen was clear of debris, and fuel was confirmed flowing through it when the fuel selector valve was in the "ON" position. The fuel selector valve located between the two seats was found in the "ON" position.

The flaps were in the retracted position and verified by the flap actuation lever located in the cockpit between the two seats.

Flight control continuity was confirmed from the ailerons to the bottom of the control column. Elevator continuity was confirmed from the control yoke to the elevator. Rudder cable continuity was confirmed from under the rudder cross tube to the rudder bell crank.

The engine was separated from the main wreckage and located 348 feet from the main wreckage. The propeller blades were bent aft and exhibited curling on the tip. The carburetor was examined; the venturi was still intact, the butterfly valve operated smoothly, fuel pumped from the carburetor when exercised, it exhibited no distortion, and the smell of autogas was present.

MEDICAL AND PATHOLOGICAL INFORMATION

An autopsy was performed on the non-certificated pilot on February 20, 2011, by Newberry Pathology Associates, P.A., Newberry, South Carolina, as authorized by the Laurens County Coroner's Office. The autopsy listed the cause of death as "blunt force injuries" and the report listed the specific injuries.

Forensic toxicology was performed on specimens from the non-certificated pilot by the FAA Bioaeronautical Sciences Research Laboratory, Oklahoma City, Oklahoma. The toxicology reported no carbon monoxide or cyanide detected in the blood. The following volatiles were detected:

Ethanol - 132 (mg/dl, mg/hg) in the blood, 94 (mg/dL, mg/hg) detected in the urine, 115 (mg/dL, mg/hg) in the muscle, 119 (mg/dL, mg/hg) in the brain and 128 (mg/dL, mg/hg) in vitreous. Federal Aviation Regulation Section 91.17 (a) prohibits any person from acting or attempting to act as a crewmember of a civil aircraft while have 0.040 g/Dl (40.0 mg/dL) or more alcohol in the blood.

40 (pmol/nmol) Serotonin Metabolite Ration detected in Urine - Concentrations of serotonin metabolites 5-hydrozytryptophol (5-HTOL) and 5-hydroxyindole-3-acetic acide (5-HIAA) are measured by LC/MS. A 5-HTOL/5-HIAA ratio value <15 pmol/nmol is not consistent with ethanol ingestion, while a ratio value >15 pmol/nmol is indicative of ethanol ingestion.

The following Tested-for Drugs were detected:

0.014 (ug/mL, ug/g) 7-Amino-clonzaepame was detected in the blood. – This was the predomoinant metabolote of Clonazepam (Klonopin®) – a prescription benzodiazepine used alone or as an adjunct in the treatment of some seizure disorders it was also used to treat panic disorders.

18.33 (ug/mL, ug/g) Acetaminophen was detected in the urine. – Acetaminophen (Tylenol®) – This over the counter analgesic medication was used to treat aches and pains as well as fever.

Atenolol was detected in the blood and liver – Antenol (Tenormin ®) – this was a prescription synthetic, beta 1-selective (cardioselective) adrenoreceptor blocking agent that was used to treat high blood pressure, and cardiovascular disease.

Diphenhydramine was detected in the urine and 0.089 (ug/mL, ug/g) was detected in the blood – Diphenhydramine (Benadryl ® or Sominex ®) – This medication was an over the counter sedating antihistamine used to treat allergies and Sominex ® was marketed as non prescription sleep aid. Warning – may impair mental and/or physical ability required for the performance of potentially hazardous tasks.

Hydrochlorothizaide was detected in the blood and liver – Hydrocholorothizide HCTZ, (Microzide ®, Aquadide H ®) – this prescription diuretic was used to treat fluid retention in high blood pressure and congestive heart failure, cirrhosis of the liver.

Triamterene was detected in the blood and liver – Triamterene (Dyrenium ®) – this prescription medication was used alone or in combination with HCTZ (Dyazide ®) medications to treat edema (fluid retention; excess fluid held in body tissues) caused by various condition, including liver and heart disease.

ADDITIONAL INFORMATION

The stall warning micro-switch was sent to the NTSB's Materials Laboratory for further examination. Prior to the switch case being removed, the switch was x-rayed with the switch in the open and closed positions and revealed that the internal portion of the switch arm did not change position nor touched the contact despite the outer portion of the switch being lifted; however, it did not reveal nay mechanical cause for the lack of continuity. The case was removed exposing the internal portion of the switch arm and contact. Foreign debris was found underneath the switch arm and between the switch arm and the contact. The material was removed and appeared to be a mixture of different materials including material that was consistent with cobwebs. After the area was cleared of the debris, continuity was confirmed with the switch when the switch arm was lifted.

NTSB Probable Cause

The non-certificated pilot's impairment due to alcohol and a sedating antihistamine, which resulted in his failure to maintain airspeed and the subsequent aerodynamic stall and ground impact.