History of the Flight
On September 1, 2014, about 1050 eastern daylight time, a Cessna 180, N6510A, sustained substantial damage when it impacted trees and terrain during the initial climb after takeoff from Hampton Airfield (7B3), North Hampton, New Hampshire. The airline transport pilot and a passenger were fatally injured. Visual meteorological conditions prevailed, and no flight plan was filed for the personal flight conducted under Part 91, destined for a private airport in Kingston, New Hampshire.
The airport was hosting its annual customer appreciation day, and numerous witnesses observed the accident. According to witness statements and video images, the pilot contacted the airport advisory frequency from about 5 miles west of 7B3. The airplane overflew the south end of the airport and the pilot advised that he would join the downwind leg for Runway 22, then the base leg, and reported "landing south" without specifying the runway number.
The airplane landed normally and shut down at the fuel pumps at 1023. The pilot refueled with approximately 31 gallons of 100LL aviation gasoline, completing at about 1036. After starting and taxiing, a witness noticed a seat belt hanging from the passenger door and alerted the pilot. The pilot then taxied to runway 02. Witnesses did not observe a run-up before turning onto the runway, and noted the flaps were partially extended before the takeoff roll.
The airplane appeared to take off normally, with the tailwheel lifting first, then the main wheels. Video analysis indicated the ground run was about 890 feet. After liftoff, the angle of attack increased. One witness observed the pilot's left hand reaching for the glareshield as the angle increased, while another noted the hand already on the glareshield. About 320 feet later, the angle of attack continued increasing, with the airplane above 73-foot trees adjacent to the runway. Moments later, the airplane rolled and yawed left, the angle of attack decreased through level flight to a steep nose-down attitude, engine rpm decreased as if throttled to idle, and the airplane went out of view behind trees, followed by the sound of impact.
Personnel Information
The pilot held an airline transport pilot certificate with multiengine land rating and commercial privileges for single-engine land and sea, and type ratings for B-707, B-720, and B-727. He had about 20,050 total flight hours, with 2,025 hours in the accident airplane make and model. His most recent FAA third-class medical certificate was issued April 11, 2013. The passenger did not hold any pilot certificates, and no evidence of flight training was found.
Aircraft Information
The accident aircraft was a four-place, strut-braced, high-wing airplane of conventional metal construction with conventional landing gear, powered by a Continental Motors O-470-K 230-horsepower engine with a two-blade, variable-pitch, constant-speed propeller. Manufactured in 1956, its most recent annual inspection was completed June 6, 2014, with about 3,225 total hours of operation at that time.
Meteorological Information
Weather reported at Portsmouth International Airport (PSM), 6 nautical miles north of the accident site, at 1058: wind from 290 degrees at 6 knots, visibility 10 statute miles, few clouds at 3,000 feet, temperature 28°C, dew point 21°C, altimeter 29.95 inches of mercury.
Wreckage and Impact Information
Examination revealed the airplane struck trees in a nose-low, left-wing-down attitude, then impacted the ground at a 42-degree nose-low attitude on an approximate magnetic heading of 220 degrees. The smell of fuel was present, and broken branches showed propeller strike marks. The fuselage was broken and bent in several places; wings were detached with crush and compression damage, and about 2 feet of the outboard left wing was separated.
Flight control continuity was established from controls to cockpit. The throttle, mixture, propeller, and carburetor heat controls were full in; fuel selector was in "BOTH"; stabilizer trim was approximately neutral; flap handle was in the 20-degree detent. Pilot and passenger seat tracks had seat stops with pullout and cracking consistent with locked position during impact.
The propeller remained attached to the crankshaft with both blades attached, showing S-bending, chordwise scratching, and leading edge polishing. The propeller governor displayed significant impact damage.
Engine examination: intake system had impact damage; magnetos produced spark; spark plugs had normal operating signatures. Carburetor had fuel consistent with 100LL in the float bowl, no contaminants, and floats retained buoyancy. Oil sump, pump, and filter showed normal signatures; no metallic particulates. Cylinders had normal operating signatures; thumb compression and suction were established. The crankcase and crankshaft showed minor impact damage.
Medical and Pathological Information
Autopsy of the pilot by the State of New Hampshire reported cause of death as blunt impact injuries. Toxicological testing at FAA lab was negative for ethanol and basic, acidic, and neutral drugs except diphenhydramine (0.432 ug/ml in cavity blood) and ibuprofen in urine. The pilot reported a history of hypertension, GERD, and high cholesterol, with medications Lisinopril, Pantoprazole, and Simvastatin. Autopsy identified aortic atherosclerosis and coronary artery calcification without stenosis.
Autopsy of the passenger also reported cause of death as blunt impact injuries. Toxicology identified zolpidem (0.0250 ug/ml in heart blood, 0.068 ug/ml in liver) and ibuprofen in blood.
Tests and Research
Examination of the pitot-static system found no obstructions. The stall warning system, consisting of a horn and actuating vane on the left wing leading edge, was functional when tested. According to the Cessna 180 Owner's Manual, the stall warning activates about 5 to 10 mph above stall speed. The flap handle was found in the 20-degree position. The manual states that 20-degree flaps shorten takeoff distance but reduce rate of climb; 30 or 40 degrees are not recommended for takeoff.