History of Flight
On August 14, 2010, at approximately 1007 eastern daylight time, a Taylorcraft BC12-D airplane, registration N96389, operated as a personal flight under 14 CFR Part 91, collided with trees and terrain near Harrison, Maine. The flight had originated from Maple Ridge Airport (03ME) about 0944. Visual meteorological conditions prevailed, and no flight plan was filed.
Earlier that day, a mechanic observed the pilot at Limington Harmon Airport (63B) and noted that the main fuel tank indicator wire was all the way down, indicating a low fuel quantity. The pilot responded that "it sinks and that he knew how much fuel he had." The pilot departed 63B about 0830 and flew to 03ME, where a passenger boarded for an intended two-hour flight. After one landing in the traffic pattern, the flight departed over Long Lake. Several witnesses reported hearing unusual engine sounds, including a pop and sputtering, followed by silence. The airplane was observed turning east before disappearing from view.
When the aircraft was overdue, Portland Air Traffic Control Tower was contacted, and a search was initiated by the Civil Air Patrol, state agencies, and local law enforcement. The wreckage was located at approximately 0600 on August 15, 2010.
Personnel Information
The pilot, aged 68, held a private pilot certificate with airplane single-engine land and sea ratings. His latest third-class medical application had been deferred and subsequently denied by the FAA. The passenger, aged 73, held a commercial pilot certificate with single-engine land and sea and instrument ratings, and his latest third-class medical certificate was issued in 2003.
Aircraft Information
The Taylorcraft BC12-D (serial number 8689) was manufactured in 1946 and powered by a 65-horsepower Continental A65-8 engine with a fixed-pitch propeller. The fuel system consisted of a main fuel tank behind the firewall and a 6-gallon tank in the right wing, which was not plumbed into the fuel supply and was non-operational. The most recent annual inspection was on September 3, 2009; the aircraft had accumulated about 9 flight hours since then. The engine had approximately 221 hours since its last overhaul in 1986.
Meteorological Information
A weather observation at 0954 from Eastern Slopes Regional Airport, about 13 minutes before the accident, reported calm wind, clear skies, visibility 10 miles, temperature 23°C, dew point 14°C, and altimeter 30.16 inHg.
Wreckage and Impact
The crash site was in a wooded area adjacent to a small open field. The aircraft came to rest nose-down against a stone wall near a large tree, with the empennage nearly vertical. Impact marks indicated contact with treetops, followed by a descent into a large tree with the right wing, then vertical descent onto a stone wall. Green glass from the right navigation light and broken limbs were found about 30-40 yards north of the main wreckage. No fuel odor was detected.
Examination revealed the left wing remained attached with a large crease; the right wing was separated at the root and folded over the fuselage. Flight control continuity was confirmed for elevator and rudder; aileron continuity could not be determined due to damage. The carburetor heat was off, throttle full forward, and cabin heat off. A handheld GPS was retained for analysis.
The right wing fuel tank was breached but not connected to the fuel system; its shut-off valve was off. The main fuel tank was not breached, but no fuel was found in it, and the indicator wire floated properly. The main fuel tank shut-off valve was on. The fuel primer yielded no fuel. The carburetor bowl contained about 1/4 inch of blue fuel (consistent with 100LL), and a total of approximately 4 ounces of fuel were drained from the entire system (main tank, lines, strainer, carburetor). No fuel line fractures or separations were found.
Engine examination showed crankshaft, camshaft, and valve train continuity. The left magneto produced spark; the right magneto was broken away. Spark plugs showed normal wear; the No. 2 bottom plug was oil-coated from the engine's resting position. The carburetor inlet screen had slightly above normal debris but no restrictions. Oil sump indicated 3 quarts.
The propeller had one blade bent aft about 20 degrees; the other blade showed no damage.
Medical and Pathological
Postmortem examinations determined the cause of death for both occupants as multiple blunt force trauma. Toxicology on the pilot was negative for carbon monoxide, cyanide, and volatiles; Labetalol was detected in urine but not blood, and glucose was elevated in urine but not vitreous. Toxicology on the passenger was negative for all tested substances.
Additional Information
The pilot's medical certificate had been denied in 2008, and according to 14 CFR Part 61.3, a valid medical certificate is required for serving as a required pilot flight crewmember. Data from the portable GPS receiver was downloaded, but the last recorded flight was in October 2009.