Accident Sequence
On July 23, 2015, about 1045 eastern daylight time, a North American Navion, registration N91418, was substantially damaged when it struck trees and a pond shortly after departing Eagles Nest Airport (W13) near Waynesboro, Virginia. The private pilot reported minor injuries, while the passenger sustained serious injuries. Visual meteorological conditions prevailed, and a flight plan had been filed for the personal flight to Sullivan County International Airport (MSV) in Monticello, New York.
The pilot stated that he and his wife were planning a several-week vacation. He loaded the back seat and cargo area with baggage and purchased 26.7 gallons of fuel, topping off both wing tanks and the fuselage-mounted auxiliary tank for a total of 60 gallons. He noted that he had never completely filled the auxiliary tank before but had been flying with about 10 gallons in it and felt the effect would be negligible.
Engine run-up and taxi were normal. The airplane departed runway 24, a 2,004-foot-long, 50-foot-wide paved runway at an elevation of 1,436 feet. The pilot reported no issues until rotation. Normally, the airplane would lift and float up, but during rotation at 65 mph, it did not climb and airspeed did not increase. He briefly leveled to achieve 70 mph, then increased pitch, but the airplane did not climb and airspeed decayed. The passenger noted the takeoff initially felt fine but then seemed sluggish off the ground.
Witness Observations
The airport manager witnessed the loading, fueling, and takeoff. He reported that the amount of luggage seemed excessive for the aircraft type. He observed the takeoff appeared longer than normal, with the airplane pitching nose-high to about 15 feet before settling back to 4–5 feet above the runway. The wings wobbled as it flew the length of the runway before hitting trees. Another witness near the accident site described the engine as sounding strong during the takeoff roll, but upon rotation, the airplane seemed to lose lift and could not climb out of ground effect.
The airplane departed the runway area, struck a line of brush and sapling trees, and came to rest inverted in an irrigation pond about 770 feet beyond the departure end of runway 24. First ground impact marks were found 574 feet from the departure end; cleanly cut and snapped tree branches were located at 650 feet. The direction of travel from initial ground contact to the main wreckage was about 230 degrees magnetic.
Wreckage Examination
Federal Aviation Administration inspectors examined the wreckage at the site. All major components were accounted for. The airplane rested upside down in about 4 feet of water, with the engine and cockpit submerged. Substantial damage was noted to the wings, fuselage, and empennage. Both wings remained attached, but the empennage was twisted and ripped from the fuselage, remaining attached via control cables. The rudder and elevator were attached and operational. The engine separated from the top of the firewall but remained partially attached at the bottom. The propeller hub remained on the crankshaft; the spinner was crushed. One blade had chordwise gouges, tip gouging, and spanwise twisting; the opposite blade separated and was not recovered. Control continuity was confirmed from cockpit to each surface.
Examination of the engine and airframe found no evidence of preimpact anomalies or mechanical malfunctions that would have precluded normal operation. The oil filter was free of metallic debris. The carburetor and fuel screen showed no anomalies. Crankshaft rotation produced compression and suction in all cylinders. Spark plugs had intact electrodes with normal operating signatures, and both magnetos functioned normally.
Various luggage items—including a backpack, duffle bag, computer case, and several midsize overnight bags—were recovered from the scene. Witnesses described the back seat and cargo area as filled with luggage.
Weight and Balance
The pilot, age 65, held a private pilot certificate and a third-class medical certificate with corrective lens limitation. He reported 467 total flight hours, with 28 hours in make and model. The four-seat, low-wing, retractable-gear airplane was manufactured in 1946, powered by a Continental E-185-3 engine. According to records, maximum gross weight was 2,750 pounds, empty weight 1,644.30 pounds, and useful load about 1,106 pounds. The pilot said he performed a weight and balance calculation but did not document it; he estimated gross weight at 2,557 pounds. Post-accident examination revealed 90 pounds of cargo in the aft seating area and 107 pounds in the cargo compartment. The pilot weighed 210 pounds, the passenger 130 pounds. Fuel totaled 360 pounds (60 gallons). Calculated weight at time of accident was 2,538.3 pounds. The forward and aft CG limits at that weight were 95.0 and 103.4 inches aft of datum, respectively. The estimated CG was 102.54 inches aft of datum, within the acceptable range but 0.86 inches from the aft limit.
Extrapolations using takeoff and climb performance data indicated that at the estimated weight, field elevation, and density altitude of 2,200 feet, the airplane would require about 1,100 feet of ground roll and 1,800 feet to clear a 50-foot obstacle.
Weather Conditions
Weather reported at Shenandoah Valley Regional Airport (SHD), about 11 miles north, included calm winds, 10 statute miles visibility, no clouds, temperature 27°C, dew point 15°C, and barometric pressure 30.04 inches of mercury. Density altitude was calculated at about 2,200 feet.
Aircraft Performance Considerations
According to the FAA Airplane Flying Handbook, forward CG loadings increase stability, slightly raise stalling speed, and slow cruising speed. Aft CG loadings reduce stability, lower stalling speed, increase cruising speed, and produce less desirable stall characteristics. The FAA Pilot's Handbook of Aeronautical Knowledge notes that balance—the location of the CG—is critical for stability and safety. Loading too far aft can reduce longitudinal stability and control, especially during takeoff and landing, and may lead to an unstable condition.