History of Flight
On July 6, 2014, about 1643 eastern daylight time, a Cessna 150J, registration N50824, was substantially damaged when it impacted the ground near Topping, Virginia. The aircraft had just departed Hummel Field (W75) in Saluda, Virginia, on a personal flight destined for Virginia Tech/Montgomery Executive Airport (BCB) in Blacksburg, Virginia. Visual meteorological conditions prevailed, and no flight plan was filed. The flight was conducted under 14 CFR Part 91.
Several eyewitnesses observed the airplane near the airport and reported that it "would not gain altitude." The airplane made two landing attempts. During a go-around maneuver on a southerly heading, it was flying "very low," made a "hard right turn" to the east, then descended and impacted the ground. Witnesses stated that the engine did not sound like it was sputtering and that they heard the noise of the motor.
A fuel receipt with an imprinted time of 1623 indicated the airplane was fueled with 6.37 gallons of fuel at W75 on the day of the accident.
Personnel Information
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, at which time he reported 950 total hours and 90 hours in the preceding six months. Pilot logbooks recovered from the wreckage showed the most recent flight on September 27, 2013, with about 841 total hours.
Aircraft Information
The airplane was manufactured in 1968 and registered to the pilot on September 26, 2002. It was powered by a Continental Motors O-200-A 100-horsepower engine. The most recent annual inspection was completed on July 1, 2008, at a recorded airframe/tachometer time of 5,543.6 hours. No subsequent annual inspections were recorded. The tachometer at the accident site indicated 6,026.2 hours. The most recent weight and balance sheet, dated November 7, 2008, listed 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, about 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°C, dew point 16°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 at N37°35'51" W076°26'36". The initial impact point (IIP) consisted of a crater about 8 inches deep. An indentation in the dirt spanned approximately 17.5 feet in both directions from the crater, similar in length to the airplane's wing span. The airplane came to rest 17 feet from the IIP on a bearing of 310 degrees magnetic, oriented 280 degrees magnetic.
The left wing remained attached but the aft spar was impact-separated. The outboard 12 feet of the left wing leading edge exhibited aft crush damage. The pitot tube was clogged with dirt. The fuel vent on the left wing was unobstructed. The left fuel cap was seated and intact. Leading edge vortex generator attachment points were empty; several vortex generators were found in the ground indentation.
The empennage was impact-fractured and bent to the right about 90 degrees. The left elevator and stabilizer remained attached without impact damage. The vertical stabilizer and rudder remained attached; the rudder's anti-collision light was damaged. The right horizontal stabilizer was impact-damaged. The elevator trim tab was between 0 and 5 degrees trailing edge up.
The right wing remained attached with aft crush damage across the leading edge. The outboard 4 feet were wrinkled and bent aft. The right wing tip was partially separated. Leading edge vortex generator attachment points were empty; several vortex generators were found to the right of the crater. The stall warning indicator operated normally.
Both fuel tanks remained intact and contained about 9 gallons of fluid consistent with 100LL aviation fuel, absent of water or contaminants. Flight control continuity was established from surfaces to the cockpit.
The engine remained secured. Crankshaft continuity was confirmed. The fuel strainer was clear. Cylinders had impact damage to cooling fins. Spark plugs were light gray with normal wear. Thumb compression was confirmed on all cylinders. Both magnetos produced spark. The oil filter was absent of metallic particles. The carburetor had fuel output when the accelerator pump was operated; the fuel filter was debris-free; hydraulic deformation of floats was noted; corrosion was present in the carburetor bowl.
Additional Information
Weight and balance calculations using recovered documents, occupant weights, and baggage showed a total airplane weight of 1,575 pounds with a CG at 35.96 inches aft of datum. Assuming a full fuel load (26 gallons total, 22.5 usable), the weight would be 1,677 pounds with CG at 36.68 inches aft of datum. The normal CG range was 31.5 to 37.5 inches aft of datum. No published CG data existed for weights above the maximum gross weight of 1,600 pounds.
Medical and Pathological Information
An autopsy was performed by the Office of the Chief Medical Examiner for the Commonwealth of Virginia. Toxicological testing by the FAA detected Citalopram, N-Desmethylcitalopram, and Propranolol in the pilot's liver and blood; tests for carbon monoxide and ethanol were negative.