NTSB Factual Report

HISTORY OF FLIGHT

On July 6, 2014, about 1643 eastern daylight time, a Cessna 150J, N50824, was substantially damaged when it impacted the ground near Topping, Virginia, shortly after departing Hummel Field (W75), in Saluda, Virginia. The airplane was owned and operated by an individual. The private pilot and the passenger were fatally injured. Visual meteorological conditions prevailed and no flight plan had been filed. The personal flight was conducted under the provisions of Title 14 Code of Federal Regulations Part 91. The flight was destined for Virginia Tech/ Montgomery Executive Airport (BCB), Blacksburg, Virginia.

According to several eyewitnesses, the airplane was observed near the airport and it "would not gain altitude." The airplane made two landing attempts and while performing a go-around maneuver on a southerly heading, the airplane was flying "very low," made a "hard right turn" to the east, and subsequently descended and impacted the ground. In addition, the witnesses stated that the "engine did not sound like it was sputtering" and that he "heard the noise of the motor."

A fuel receipt, with an imprinted time of 1623, indicated the accident airplane was fueled with 6.37 gallons of fuel at W75 on the day of the accident.

PERSONNEL INFORMATION

According to Federal Aviation Administration (FAA) records, the pilot, age 58, held a private pilot certificate with ratings for airplane single engine land and instrument airplane. His most recent third class medical certificate was issued on September 28, 2012, and at that time he reported his flight experience included 950 total hours and 90 hours in preceding six months of the exam. Pilot logbooks were located in the wreckage and the most recent recorded flight occurred on September 27, 2013. At that time, the pilot had accumulated about 841 total hours of flight time.

AIRCRAFT INFORMATION

According to FAA airworthiness records, the airplane was issued an airworthiness certificate in 1968 and registered to the pilot on September 26, 2002. It was powered by a Continental Motors O-200-A, a 100 hp engine. According to the airframe maintenance logbook, the most recent annual inspection was completed on July 1, 2008, at a recorded airframe/tachometer total time of 5,543.6 hours. No subsequent annual inspections were recorded in any of the maintenance logbooks. The tachometer was located in the wreckage and indicated 6,026.2 hours.

The most recent weight and balance sheet for the airplane was dated on November 7, 2008, and indicated the airplane had a maximum gross weight of 1,600 pounds, an empty weight of 1,117.45 pounds, and a useful load of 482.55 pounds.

METEOROLOGICAL INFORMATION

The 1635 recorded weather observation at W75, located approximately 0.3 nautical miles west of the accident location, included wind from 180 degrees at 7 knots, visibility 10 statute miles, clear skies, temperature 29 degrees C, dew point 16 degrees C, and an altimeter setting of 30.04 inches of mercury. The calculated density altitude was 1,515 feet.

WRECKAGE AND IMPACT INFORMATION

The accident site was located at N37°35'51" W076°26'36". The initial impact point (IIP) consisted of a crater that was about 8 inches deep. In addition, there was an indentation in the dirt that spanned approximately 17.5 feet in either direction of the impact crater, and was similar in length as the wing span of the airplane. The airplane came to rest 17 feet from the IIP, on a bearing of 310 degrees magnetic. The airplane was oriented 280 degrees magnetic.

The left wing remained attached to the fuselage but the aft spar was impact-separated. The outboard 12 feet of the left wing leading edge exhibited aft crush damage. The outboard 4 feet of the left wing leading edge was crushed aft and in the positive (upward) direction. The pitot tube remained attached to the left wing but was clogged with dirt similar in color as the dirt surrounding the accident location. The fuel vent on the left wing was absent of any obstruction. The left fuel cap remained seated and intact. The leading edge of the left wing had spots for leading edge vortex generators that were not attached. Several vortex generators were located in the ground indentation that spanned out from the initial impact crater.

The empennage was impact fractured and bent to the right in an approximate 90 degree angle. The left elevator and stabilizer remained attached at all attach points and did not exhibit any impact damage. The vertical stabilizer and rudder remained attached at all attach points. The vertical stabilizer did not exhibit any impact damage. The rudder exhibited damage to the anti-collision light located at the top aft portion of the rudder. The right horizontal stabilizer remained attached to the empennage and was impact damaged in the positive direction about mid span. The right elevator remained attached to the airplane at all attach points and was impacted damaged about mid span. The right elevator counter weight was partially separated. The elevator trim tab remained attached and the trim tab actuator was measured and correlated to the trim tab position between the 0 to 5 degrees tab trailing edge up position. The section of the empennage, forward of the horizontal and vertical stabilizer attach point was bent to the right.

The right wing remained attached to the fuselage at all attach points and the entire span of the leading edge exhibited aft crush damage in the positive direction. The outboard approximate 4 feet of the right wing was wrinkled and bent aft. The right wing tip remained attached but was partially separated and impact damaged. The leading edge of the right wing had vacant places for leading edge vortex generators. Several vortex generators were located in the ground indent to the right of the impact crater as well as the green lens cover. The right fuel cap remained attached and seated. The stall warning indicator was tested and operated without anomaly.

Both of the fuel tanks remained intact and contained a total of 9 gallons of fluid similar in smell and color to 100 LL aviation fuel. The fuel was absent of water or other contaminates.

Flight control continuity was established from all flight control surfaces to the cockpit.

The engine remained secured attached at all engine mounts. Continuity of the crankshaft was confirmed from the propeller flange to the accessory drive section of the engine by rotating the propeller. The fuel strainer was clear of debris and the fuel strainer bowl was removed and contained fluid similar to that found in the wing fuel tanks. All cylinders remained attached to the engine and exhibited impact damage to the cooling fins. All top and bottom spark plugs were removed, were light gray in color, and exhibited normal wear. Thumb compression was confirmed on all cylinders. Rotation of both magneto input drive produced spark on all towers. The oil filter element was absent of any metallic particles.

The carburetor was removed and disassembled. Fuel was observed coming out of the carburetor when the accelerator pump was operated. The fuel filter in the carburetor was absent of debris, and the fuel observed in the float bowl was absent of water. The carburetor floats both exhibited hydraulic deformation. Corrosion was noted in the carburetor bowl.

AIRPORT INFORMATION

Hummel Field Airport was located 6 miles east of Saluda, Virginia, at an elevation of 30 feet. It had one runway designated as 01/19, which was 2,270 feet long and 45 feet wide.

MEDICAL AND PATHOLOGICAL INFORMATION

The Office the Chief Medical Examiner for the Commonwealth of Virginia performed the autopsy on the pilot in Richmond, Virginia.

The FAA's Bioaeronautical Sciences Research Laboratory, Oklahoma City, Oklahoma, performed toxicological testing of the pilot. Fluid and tissue specimens from the pilot tested negative for carbon monoxide and ethanol. However, Citalopram, N-Desmethylcitalopram, and Propranolol were detected in the liver and blood.

TESTS AND RESEARCH

A JPI FS-450 Fuel Scanner was found in the main wreckage area, retained, and sent to the National Transportation Safety Board Recorders Laboratory for data download. The fuel scanner was powered on and displayed that 21.7 gallons of fuel remained and that 0.3 gallons of fuel was used. It was noted that the accuracy of the FS-450 depended on the pilot entering the correct fuel load at the start of the flight.

ADDITIONAL INFORMATION

Weight and Balance Calculations

Weight and balance calculations were performed using weight and balance documents recovered at the site, the actual weights of the occupants, and the baggage recovered at the scene. The airplane was equipped two 13 gallon fuel tanks, with a total capacity of 26 gallons, 22.5 gallons of which were considered useable. Performing the calculation with the weight of recovered fuel, revealed a total airplane weight of 1,575 pounds, with a center of gravity at 35.96 inches aft of datum. Assuming a full fuel load, the calculations revealed the airplane would have a total weight of 1,677, with a center of gravity at 36.68 inches aft of datum. According to documentation found in the airplane, the normal center of gravity range was between 31.5 and 37.5 inches aft of datum. There was no published information about the center of gravity calculations above the maximum allowable gross weight of 1,600 pounds.

Stall and Spin Awareness Training – AC 61-67C

According to the Advisory Circular, Weight, "Although the distribution of weight has the most direct effect on stability, increased gross weight can also have an effect on an aircraft's flight characteristics, regardless of the CG position. As the weight of the airplane is increased, the stall speed increases. The increased weight requires a higher AOA to produce additional lift to support the weight."

Pilot's Handbook of Aeronautical Knowledge

Chapter 9. Weight and Balance

"The pilot should always be aware of the consequences of overloading. An overloaded aircraft may not be able to leave the ground, or if does become airborne, it may exhibit unexpected and unusually poor flight characteristics. If not properly loaded, the initial indication of poor performance usually takes place during takeoff."

NTSB Probable Cause

The pilot's failure to maintain airplane control, which resulted in an aerodynamic stall/spin.