History of Flight
On April 18, 2017, about 1840 eastern daylight time, a Luscombe 8A, N8554Y, was substantially damaged when it collided with trees and terrain during the initial climb after takeoff from Skylark Airport (7B6), East Windsor, Connecticut. The two private pilots were fatally injured. The airplane was owned and operated by one of the pilots under Title 14 Code of Federal Regulations Part 91 as a personal flight. Day visual meteorological conditions prevailed, and no flight plan was filed for the local flight.
A witness reported that the pilot and passenger pulled the airplane out of its hangar and added fuel. The airplane then took off, and the engine sounded "strong and smooth." The airplane departed the airport traffic pattern for about 30 minutes and returned for landing. After landing, the engine was not shut down, and the occupants did not exit. About 5 minutes later, the airplane taxied for takeoff. During the takeoff roll, the engine again sounded "strong and smooth." The witness observed the airplane until it was about 50 to 75 ft in the air and did not notice anything unusual.
A second witness, adjacent to the midpoint of the runway, observed the takeoff and reported the engine sounded at full power and "normal." The airplane appeared at the correct altitude, and he called it a "nice and steady takeoff."
A third witness, standing at the departure end of runway 10, observed the takeoff and reported that as the airplane passed overhead, it seemed lower and slower than most airplanes he had observed. He saw the airplane shaking and tipping left and right as it barely cleared the tree line past the runway end. He saw the airplane make a "drastic, sharp, and abrupt" turn to the north. He stopped hearing the engine, and the airplane "dropped like a stone." He then called local authorities.
Personnel Information
The pilot seated in the right seat, the registered owner, held a private pilot certificate with an airplane single-engine land rating. He reported 292 hours of total flight time on his most recent FAA third-class medical certificate application dated March 4, 2016. His logbook showed about 305 hours total time at the accident, including 31 hours in the Luscombe. He completed a flight review on January 2, 2017, in a Cessna 172;
The pilot seated in the left seat held a private pilot certificate with an airplane single-engine land rating. He reported 600 hours of total flight time on his application for his most recent FAA third-class medical certificate dated March 24, 2017. His logbook showed 650 hours total time, including 37 hours in the Luscombe. He completed a flight review on April 10, 2017, in a Cessna 152. Both pilots were qualified to fly the airplane, and it could not be determined which pilot was manipulating the flight controls.
Aircraft Information
The single-engine, high-wing, two-seat, tailwheel-equipped airplane was manufactured in 1946. It was powered by a Continental A65-8 reciprocating engine rated at 65 horsepower. The airplane was not equipped with wing flaps or a stall warning system; dual flight controls were installed.
Meteorological Information
The nearest weather reporting station at Bradley International Airport (BDL), Windsor Locks, Connecticut, about 5 miles west, reported at 1851: wind from 170° at 15 knots, visibility 10 statute miles, few clouds at 2,000 ft, 6,500 ft, and 22,000 ft, temperature 13°C, dew point 0°C, altimeter 30.41 inches of mercury.
Wreckage and Impact Information
The airplane came to rest against trees in a wooded area about 1/2 mile northeast of 7B6. The wreckage was found inverted, nose-low. All structure and components were accounted for; there was no fire. Numerous tree branches adjacent exhibited smooth, angular cuts and black paint transfer.
Flight control continuity was established from ailerons, elevator, and rudder to cockpit controls. The elevator trim tab was in place, but the trim cable was slack, and the tab moved freely stop to stop.
Fuel tanks in each wing: both fuel caps were detached and on the ground adjacent to the wreckage. The rubber seals inside each cap were dried, cracked, and chipped. The vent tubes were unobstructed. A small amount of residual fuel, unquantifiable, was in the tanks. The left tank fuel selector handle was in the "OFF" position. The right tank fuel selector valve was found in the "ON" position; however, the handle was installed backwards. In this configuration, fuel fed from the right tank without restriction.
The wreckage was recovered to a storage facility where an engine examination was performed. The top spark plugs were removed for inspection; electrodes were normal in wear and color per Champion Check-A-Plug chart. The carburetor was broken off due to impact; the intake system remained attached. The foam intake element was covered in organic debris from impact.
Cylinder rocker covers were removed. The engine was rotated by hand-turning the propeller. Compression and suction were observed on all cylinders, valve action correct. Ignition harness leads were damaged/severed by impact. Magnetos were removed and installed on a test stand; both produced spark on all leads when rotated.
The No. 1 cylinder exhaust tube was cracked from impact with corrosion/rust. Cooling fins near the exhaust port were discolored. The cylinder was removed; visible deposits of unknown nature on exhaust and intake valves. Valves were intact with no signs of excessive wear or burning.
The carburetor was partially disassembled. The bowl was clean and dry; no fuel residue. The brass float was intact and operable. The inlet fuel screen was clean. The venturi was in place, intake unobstructed. The fuel strainer was broken free, bowl missing; no fuel residue.
Medical and Pathological Information
The State of Connecticut Office of the Chief Medical Examiner performed autopsies of both pilots. The cause of death for both was blunt impact injuries of the head, torso, and extremities.
The FAA's Bioaeronautical Research Sciences Laboratory performed toxicology testing. For the right-seat pilot, valsartan (a medication for high blood pressure, not generally considered impairing) was detected in blood and liver. For the left-seat pilot, an unquantifiable amount of diphenhydramine (an antihistamine) was detected in urine but not in blood.
Tests and Research
During wreckage examination, the airplane's weight at the time of the accident was estimated. Based on maintenance records, maximum allowable gross weight was 1,260 lbs, empty weight (not including fuel, oil, baggage/cargo, or occupants) was 881 lbs. Combined occupant weight based on autopsy was 355 lbs. Miscellaneous items inside and outside the cockpit weighed 37 lbs. Engine oil weight was about 7 lbs. The empty weight plus occupants, miscellaneous items, and engine oil was about 1,280 lbs, or 20 lbs over the maximum allowable gross weight.
The fuel tanks held a total of 25 gallons; fuel records indicated 8 gallons were added before the first flight. The amount in tanks before refueling could not be determined. The weight of 100 low lead aviation gasoline is about 6 lbs per gallon. Notes inside the cockpit indicated fuel consumption about 4.5 gallons per hour, and a witness reported the airplane flew for about 30 minutes after fueling. Given maximum fuel capacity of 25 gallons, estimated fuel on board at accident time was between 5.75 gallons (minimum) and 22.75 gallons (maximum), or between 34.5 lbs and 136.5 lbs. The airplane's gross weight was estimated between 1,314.5 lbs and 1,416.4 lbs, or between 54.5 and 156.5 lbs over the maximum allowable gross weight.