History of Flight
On February 19, 2011, at about 1710 eastern standard time, a Cessna 150E, registration N3022J, was substantially damaged when it impacted the ground in an open field near Ware Shoals, South Carolina. The airplane departed at about 1630 from the owner's private property, located approximately 1.5 miles on a 352-degree course from the accident location. Visual meteorological conditions prevailed, and no flight plan was filed. The non-certificated pilot was fatally injured. The personal local flight was conducted under 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."
Eyewitnesses reported that the airplane was observed flying overhead about 10 to 15 feet above a tree, approximately 70 feet in height, located near their house. One eyewitness stated 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
The non-certificated pilot, age 69, received training approximately 30 years prior to the accident, up to and including a solo endorsement. He did not maintain a pilot flight time logbook, and an accurate account of flight experience could not be determined. He had flown the day prior to the accident after not flying for about six weeks due to a fracture in his right foot.
Aircraft Information
The airplane was issued an airworthiness certificate on January 8, 1965, and registered to the non-certificated pilot on July 6, 2008. Its most recent annual inspection was dated November 1, 2008, at which time the aircraft total time was 3,225.61 hours. The airplane was equipped with a Continental Motors O-200-A engine. The engine’s most recent annual inspection was also November 1, 2008, with 2,086.8 total hours since major overhaul and 480.3 hours since top overhaul. The tachometer and hour meter indicated 3,290.55 and 3,623.6 hours, respectively.
Meteorological Information
The 1656 recorded weather observation at Anderson Regional Airport (AND), Anderson, South Carolina, located about 27 miles west of the accident location, included variable winds at 3 knots, visibility 10 miles, clear skies, temperature 23°C, dew point -6°C, and 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, oriented on a 236-degree magnetic heading. 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 showed aft impact crush damage, and the left wing tip was impact separated near the initial impact point.
The fuselage was impact separated aft of the aft bulkhead in the cargo compartment, remaining attached by elevator, elevator trim, and rudder cables. The elevator remained attached to the horizontal stabilizer, with impact damage on the outboard tip of the left horizontal stabilizer. The elevator trim tab measured 1.44 inches, correlating to an almost neutral trim position. The rudder was impact separated from the rudder bell crank and located about 8 feet from the main wreckage. The right wing exhibited minor leading edge damage on the outboard approximate 4 feet.
Fuel caps were secured and in place with weather checks on the gasket. The left tank contained approximately 3.2 inches of fuel; examination showed no water or debris, and the fuel was consistent with autogas. The gascolator remained attached to the firewall, the mesh screen was clear, and fuel flowed when the fuel selector valve was in the "ON" position. The fuel selector valve was found in the "ON" position. The flaps were in the retracted position.
Flight control continuity was confirmed from the ailerons to the control column, from the control yoke to the elevator, and from under the rudder cross tube to the rudder bell crank. The engine was separated from the main wreckage, located 348 feet away. Propeller blades were bent aft with curling on the tips. The carburetor venturi was intact, the butterfly valve operated smoothly, fuel pumped when exercised, and the smell of autogas was present.
Medical and Pathological Information
An autopsy on the non-certificated pilot was performed on February 20, 2011, by Newberry Pathology Associates, as authorized by the Laurens County Coroner's Office. The cause of death was listed as "blunt force injuries."
Forensic toxicology by the FAA Bioaeronautical Sciences Research Laboratory reported no carbon monoxide or cyanide detected. Ethanol was detected: 132 mg/dL in blood, 94 mg/dL in urine, 115 mg/dL in muscle, 119 mg/dL in brain, and 128 mg/dL in vitreous. Federal Aviation Regulation Section 91.17(a) prohibits acting as a crewmember with 0.040 g/dL (40.0 mg/dL) or more alcohol in the blood. The serotonin metabolite ratio (5-HTOL/5-HIAA) was 40 pmol/nmol, indicative of ethanol ingestion.
Tested-for drugs detected included 7-Amino-clonazepam (0.014 ug/mL) in blood, a metabolite of Clonazepam; Acetaminophen (18.33 ug/mL) in urine; Atenolol in blood and liver; Diphenhydramine (0.089 ug/mL) in blood and detected in urine; Hydrochlorothiazide in blood and liver; and Triamterene in blood and liver.
Additional Information
The stall warning micro-switch was examined at the NTSB Materials Laboratory. X-rays showed the internal switch arm did not change position or touch the contact despite the outer portion being lifted, but no mechanical cause was found. After removing the case, foreign debris, including material consistent with cobwebs, was found under the switch arm and between the arm and contact. After clearing the debris, continuity was confirmed when the switch arm was lifted.