History of Flight
On September 29, 2012, at about 1715 eastern daylight time, a Cessna 150M, registration N66246, operated by a private individual, was substantially damaged during impact with terrain following an in-flight loss of control during initial climb from Shannon Airport (EZF) in Fredericksburg, Virginia. The commercial pilot and passenger were fatally injured. Visual meteorological conditions prevailed, and no flight plan was filed for the planned local flight under 14 CFR Part 91.
The owner of the airplane reported that he was a longtime friend of the accident pilot. The airplane was based at EZF and flown infrequently. The accident pilot was permitted to borrow the airplane whenever he wished, but he only flew it for 2 hours during April 2012 and the accident flight. No other flight hours were accrued in 2012, and the last annual inspection was completed in November 2011. Although the accident pilot was also a certificated mechanic, no maintenance work was performed on the airplane prior to the flight or during 2012.
The pilot fueled the airplane with 15 gallons of 100 low-lead aviation gasoline before the accident flight. A witness, a flight instructor practicing landings with a student pilot at EZF, heard the accident pilot report his intentions on the common traffic advisory frequency to back-taxi on runway 6. During an approach, the instructor observed the accident airplane on departure from runway 6 at about 100 feet above the trees. The airplane made a 90-degree left bank and began to turn left until the nose descended and the airplane disappeared behind terrain. Other witnesses on the ground near the accident site reported seeing the airplane spinning as it descended.
Personnel Information
The pilot, age 48, held a commercial pilot certificate with ratings for airplane single-engine land, airplane multiengine land, and instrument airplane. He also held an airframe and powerplant certificate. His most recent FAA third-class medical certificate was issued on March 31, 2011, at which time he reported 1,050 total flight hours. A review of the pilot's logbook showed the last entry dated September 3, 2011, when he received his biannual flight review. Other than the 2 hours flown in the accident airplane during April 2012, the investigation could not determine if the pilot had any additional recent flight experience.
Aircraft Information
The two-seat, high-wing, fixed tricycle-gear airplane, serial number 15075950, was manufactured in 1974. It was powered by a Continental Motors O-200, 100-horsepower engine, with a McCauley fixed-pitch propeller. The most recent annual inspection was completed on November 23, 2011, at which time the airplane had 5,417 total hours. The engine had accumulated about 3,568 total hours since new and 1,680 hours since major overhaul. The airplane had flown about 3 hours since the annual inspection.
Meteorological Information
Weather recorded at EZF at 1715 included calm wind, visibility 10 miles, clear sky, temperature 21°C, dew point 7°C, and altimeter 29.92 inches Hg.
Wreckage and Impact Information
The wreckage was located at the end of a cul-de-sac, about 1,000 feet and 040 degrees from the departure end of runway 6. All major components were accounted for. The wreckage was intact, oriented on a heading of 060 degrees, resting vertically on the engine and leading edges of the wings. No debris path was observed, and only severed tree branches directly above the wreckage were present.
The right wing exhibited impact damage along the leading edge; the flap was retracted, the aileron neutral, and the fuel tank compromised but containing some fuel. The left wing also showed leading-edge impact damage; the flap was extended, but the cable had separated consistent with impact forces; the aileron was in an upward position; the left fuel tank was compromised and empty.
The aft fuselage and empennage were buckled and canted left. Elevator, rudder, and elevator trim continuity were confirmed to the mid cabin area, where cables were crushed under seats. Left aileron continuity to the control yoke and right aileron to the wing root were confirmed. The right aileron and right flap cables were cut by rescue personnel; the right aileron push-pull rod had separated at the aileron consistent with impact. The elevator trim jackscrew indicated a neutral setting; the flap actuator jackscrew indicated flaps retracted.
The cockpit was crushed, and part of the instrument panel was destroyed. Seatbelts and shoulder harnesses remained intact; the right seatbelt was cut by rescue personnel, and the left seatbelt was unlatched. The throttle was full forward; mixture control was about 0.5 inches from full rich; carburetor heat was off; tachometer needle indicated 1,750 rpm; magneto switch was set to both.
One propeller blade exhibited chordwise scratching and gouging on the cambered side; the other was bent aft at the outboard end and buffed at the tip. The propeller flange had sheared from the crankshaft consistent with impact. The No. 4 cylinder was impact damaged, and the front of the crankcase was shattered. Crankshaft could not be rotated by hand due to impact damage, but borescope examination of all four cylinders revealed no preimpact mechanical malfunctions. Rocker arms and valve springs were manually actuated with no anomalies. Spark plugs were unremarkable except bottom plugs were oil soaked and the No. 4 top plug appeared to have been running richer. The oil filter showed no metallic contamination. The carburetor was intact with no fuel present; mixture and throttle linkage remained attached; air filter was clean. Magnetos were dislodged but produced spark when tested.
Medical and Pathological Information
An autopsy was performed on the pilot by the State of Virginia, Office of the Chief Medical Examiner, on October 1, 2012. Toxicological testing revealed pleural cavity blood ethanol at 0.08% by weight by volume. FAA testing detected ethanol in urine (117 mg/dL), brain (70 mg/dL), and muscle (67 mg/dL); also citalopram and N-desmethylcitalopram in liver and urine. Putrefaction was noted as negative.
Tests and Research
A handheld GPS receiver was recovered and examined by the NTSB Vehicle Recorders Laboratory. Data was downloaded, but no data for the accident flight was found.