History of Flight
On April 12, 2017, about 1250 eastern daylight time, a Temco GC-1B airplane, N2377B, impacted trees and terrain shortly after takeoff from the Williams Flying Field Airport (24IN), Hartsville, Indiana. The commercial pilot sustained fatal injuries, and the airplane sustained substantial damage. The airplane was registered to and operated by the pilot as a personal flight under Title 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed, and no flight plan was filed. The flight was originating at the time of the accident, destined for Shelbyville Municipal Airport (GEZ), Shelbyville, Indiana.
The accident pilot had flown with a friend to 24IN to pick up the accident airplane, which had undergone repairs and maintenance following a ground loop event in June 2016. After arrival, the pilot and a mechanic (also a pilot) inspected the repairs and reviewed the airplane records. The mechanic added about 3 to 4 gallons of fuel, filling the tanks to approximately half full. The pilot asked the mechanic to perform takeoffs and landings with him, but the mechanic declined due to weight and balance concerns, lacking a flight instructor rating, and uncertainty about the pilot's flight experience. The mechanic suggested the pilot fly to GEZ for practice maneuvers.
Before takeoff, the pilot re-familiarized himself with the cockpit and preflighted the airplane. After about 5 minutes, he signaled a friend that he had a radio problem. Additionally, a light engine misfire at idle was noted. After a brief engine run-up, the misfire corrected. The pilot and friend decided to fly to GEZ to resolve the radio issue and obtain more fuel. The pilot taxied ahead and positioned the airplane for departure on runway 2.
The friend, in his own airplane, and the mechanic observed the departure. The airplane accelerated straight and normal, lifting off cleanly. Shortly after rotation, at about 35 feet above ground level (agl), the airplane rolled left while continuing to climb to about 75 feet agl, with wings near vertical. The left roll continued until impact with trees in a near-inverted attitude adjacent to the runway. The mechanic estimated rotation at 60 knots, climb to 20 feet, then left roll; he estimated impact speed at 85 to 90 knots and thought the airplane experienced a departure stall.
Personnel Information
The friend reported knowing the pilot for over 25 years, stating the pilot had over 50 years of flying experience, owned multiple land and amphibian airplanes, and built several experimental airplanes. The pilot's logbook indicated one flight in another airplane for 0.3 hours since the ground loop incident.
Aircraft Information
The two-seat, low-wing, retractable-gear tailwheel airplane, serial number 3677, was manufactured in 1948. It was powered by a Continental IO-360-D, 215-horsepower engine with a controllable-pitch two-blade propeller. The airplane was registered to the pilot on September 12, 2012.
As a result of the ground loop, the airframe, engine, and propeller were repaired. Airframe repairs included the landing gear system, lower fuselage skin, a wing rib, right flap, and right aileron. For transport, the outboard wing sections were removed and reassembled during repairs, including aileron control cable connections. The engine was disassembled for a propeller strike inspection and overhauled per manufacturer specifications. The airplane had Cessna 150 seats installed in 1972 with factory seat rails and reinforcements.
Airport Information
Williams Flying Field Airport (24IN) is located in Hartsville, Indiana. Runway 2 was used for departure.
Wreckage and Impact Information
The airplane impacted several trees and came to rest inverted in a tree-covered ravine. The main wreckage, including fuselage, wings, empennage, and engine, came to rest at the base of a large tree. The left wing had semi-circular impacts from tree strikes. The two-blade propeller hub was fractured and partially attached to the crankshaft; both blades separated, with one blade adjacent to the forward fuselage and the other about 150 feet west. Both blades displayed bending and twisting deformation.
Examination at AMF Aviation in Springfield, Tennessee, revealed the landing gear valve in the extended position, flap valve in the retracted position with the actuator rod extended (consistent with flaps retracted). Flight control continuity was established to all surfaces. The aileron balance cable was separated near the center section with broomstrawed ends, consistent with overload failure. A Saf-T-Stop seat track stop was installed on the left seat's right track, secured with no evidence of movement. The engine separated during recovery; the oil sump and accessory case were fractured, and wood debris was embedded between the camshaft gear and crankcase. Fuel system components remained attached, and control cables remained attached to their components.
Medical and Pathological Information
An autopsy performed on April 13, 2017, at Columbus Regional Hospital listed the cause of death as blunt force injuries as a result of an accident. Toxicological testing by the FAA's Bioaeronautical Sciences Research Laboratory was negative for cyanide and all screened drugs.