History of Flight
On September 23, 2008, at 1501 eastern daylight time, an amateur-built SAL 2/3 P51, N51WW, was destroyed following an uncontrolled descent after takeoff from Schenectady Airport (SCH), Schenectady, New York. The certificated private pilot was killed. Visual meteorological conditions prevailed, and no flight plan was filed for the local personal flight conducted under 14 CFR Part 91.
The airplane owner had purchased the aircraft but decided he lacked experience in tailwheel airplanes to test fly it. The pilot originally contacted to test fly the airplane was unavailable and recommended the accident pilot.
The accident pilot acquired and reviewed the pilot operating notes and the FAA operating limitations. On September 21, 2008, he completed several high-speed taxi tests and reported engine vibrations and misfiring around 2,500 rpm. The owner identified and replaced a bad spark plug. On the accident day, the pilot determined the engine was operating smoothly and requested takeoff clearance.
Video footage showed only the takeoff and initial climb before the videographer stated, "he's close to a stall" and lowered the camera. During takeoff, the tailwheel was raised almost immediately, and the airplane became airborne after a brief ground roll.
A witness reported a ground roll of only 600 feet on the 7,000-foot runway before liftoff, with a climb described as "poor" reaching only 200 feet after a 4,000-foot initial climb. The witness noted the pitch attitude was quite high and seemed close to a stall, and the engine did not falter or change power.
The tower controller described a left turn about 4,600 feet down the runway, after which the pilot reported "losing power." The controller cleared the airplane to land on any runway. The airplane entered a "teardrop" turn to land on runway 22 but descended into trees on the north side of the airport.
Review of the audio track revealed smooth, continuous engine sound until the sounds of impact.
Personnel Information
The pilot held a private pilot certificate with ratings for airplane single-engine land and glider. His most recent FAA third-class medical certificate was issued on December 3, 2005, and he reported 440 hours of flight experience at that time. The pilot's logbooks were not recovered.
Aircraft Information
According to FAA and maintenance records, the airplane's most recent airworthiness certificate and operating limitations were issued in February 2008. The most recent condition inspection was completed on February 10, 2008, at 10 total aircraft hours. The owner estimated 16 total hours on the airframe at the time of the accident.
Meteorological Information
At 1447, the weather reported at SCH included winds from 170 degrees at 5 knots, clear sky, visibility 10 miles, temperature 29°C, dew point 11°C. At 1412, the tower reported winds from 360 degrees at 12 knots, clear sky, visibility 20 miles, temperature 23°C, dew point 1°C. At 1451, the weather at Albany International Airport (ALB), 8 miles southeast of SCH, included variable winds at 4 knots, few clouds at 7,500 feet, visibility 10 miles, temperature 19°C, dew point 6°C.
Wreckage and Impact Information
Examination at the scene by an FAA inspector revealed the airplane came to rest oriented about 360 degrees magnetic. Broken branches displayed slash marks and angular cuts, intermingled with shattered pieces of the fixed-pitch wooden propeller. The airplane came to rest against a tree with broken branches from ground to about 25 feet above ground. Control cables and push-pull tubes through the fuselage to the tail section were cut by rescue personnel, but all control attachment points and hardware were intact and secure. Aileron control continuity was confirmed from cockpit to ailerons. Elevator and rudder trim tabs were in neutral position.
Fuel system continuity could not be determined due to breaks and cuts by rescue personnel. The fuel selector flowed fuel from the output side when positioned in right tank, left tank, and both. Both wing fuel tanks contained fuel, and both electric fuel pumps operated when powered by 12 volts.
The airplane was powered by a Chevrolet 350 cubic inch engine, damaged by impact and postcrash fire. Fuel was present in the output line to the carburetor. Throttle linkage was intact and operable through its full range. Primary and secondary throttle plates opened and closed fully. The distributor cap, rotor, coil, and ignition wiring were consumed by fire. Right side spark plugs were removed and showed normal wear. The right side rocker cover was removed, and valves, springs, and rocker arms revealed no mechanical anomalies. Residual oil appeared clean and absent of debris. Wooden propeller blades were fractured at their respective blade roots, with splinters bent opposite direction of rotation. The spinner was crushed and twisted opposite direction of rotation.
Medical and Pathological Information
Toxicological testing and post mortem examinations were not performed.