History of Flight
On July 4, 2017, about 1430 eastern daylight time, a Luscombe 8A airplane, N45851, was substantially damaged when it impacted terrain while on final approach to runway 9 at Remsen City Airport (NY57), Remsen, New York. The commercial pilot was fatally injured. The airplane was registered to the pilot, operating as a personal flight under Title 14 Code of Federal Regulations Part 91. No flight plan was filed, and visual meteorological conditions prevailed. The local flight originated at NY57 about 1416.
A short video taken by the pilot's girlfriend showed the airplane just after departing runway 27. A windsock visible in the video indicated wind out of the northwest about 6 knots.
About 14 minutes later, a witness observed the airplane heading east. The witness saw the airplane make a steep right turn followed by a steep left turn to align with the final approach path for runway 9. The witness stated that the airplane straightened out as it descended and appeared on a normal approach path. The wings were level when it suddenly nosed over into a hayfield from about 75 ft above the ground. The witness did not see the airplane rotate during descent but thought it probably did because it came to rest facing opposite direction of travel. The engine was running normally until impact, and the witness saw or heard nothing unusual. The weather was described as "beautiful" and not windy.
Personnel Information
The pilot held a commercial pilot certificate with ratings for airplane single-engine land and instrument airplane. His logbook showed total flight experience of 1,783 hours, with 13 hours in the accident airplane. The last logbook entry was November 14, 2016, about 8 months before the accident, which was a 0.7-hour flight in the accident airplane practicing stalls, level flight, and landings. The pilot's last flight review was September 13, 2016. His last FAA third-class medical certificate was issued in March 2017 with a corrective lenses limitation.
Aircraft Information
The airplane's engine was overhauled in April 2016 after years in storage. In September 2016, an annual inspection was completed before the pilot purchased the airplane in October 2016. At accident time, the airframe had about 2,897.9 hours, and the engine had about 13 hours since overhaul.
A mechanic, also the pilot's friend, had been working on the airplane since May 2017. On June 26, 2017, they installed a new fuel selector valve and checked for leaks, and ran the engine for about 15 minutes. The mechanic stated "everything was in proper working order" but had not released the airplane back into service due to outstanding "small stuff" items, including installing shoulder harnesses and checking alignment because the tail traveled "slightly" to the right.
Meteorological Information
At 1453, weather at Griffiss International Airport (RME), about 12 miles southwest, reported calm wind, visibility 10 miles, broken clouds at 7,000 ft, overcast at 9,500 ft, temperature 24°C, dewpoint 13°C, altimeter 30.01 inHg.
Airport Information
NY57 was a privately-owned airport closed in November 2016 after the property owner died. Large white wooden X's were placed at the approach end of each runway. The mechanic stated the pilot knew the airport was closed, and the X's were visible in the video.
Wreckage and Impact Information
The airplane came to rest upright in a hayfield about 660 ft from the end of runway 9 on a heading of about 261°. No postimpact fire occurred. All major components were accounted for. Three ground scars were found about 10 ft forward and right of the rest position. The engine remained on the airframe but was displaced up and left. The two-bladed propeller was secured to the engine. Both wings, fuselage, and forward empennage sustained structural damage. Tail control surfaces were undamaged. Flight control continuity was established. The single fuel tank behind the front seats was breached, leaking fuel. Fuel records showed the pilot obtained 5 gallons of 100LL fuel on the accident day. A sample from the fuel farm was absent of water and debris. Shop air was blown from the main fuel line; there was a breach just aft of the gascolator, and the glass gascolator was broken from impact. No obstructions were noted in the main fuel line.
An engine examination and test-run on October 18, 2017, found impact damage: left magneto partially separated and oil pan partially separated. After replacing the magneto and oil sump, the engine started and ran through its entire power range without interruption. No mechanical anomalies were found that would have precluded normal operation.
Medical and Pathological Information
An autopsy by the Medical Examiner's Office determined the cause of death as multiple blunt force injuries. Toxicological testing by the FAA was negative for carbon monoxide and ethanol. Atropine and etomidate detected in heart blood were likely administered by emergency medical personnel after the accident.
Survival Factors
The airplane was equipped with lap belts only. Law enforcement reported the pilot was wearing his lap belt, which paramedics unclasped. Examination showed the belt was securely fastened and the buckle worked as designed. No mechanical issues were found. The airplane was not equipped with shoulder harnesses. The mechanic stated the pilot had purchased two lap belt/shoulder harness assemblies under a supplemental type certificate (STC), but the mechanic could not recall the STC owner or purchase location. A search revealed STC SA01092WI for a "3-point Lap Belt-Shoulder Harness Restraint System Installation using an inertial reel." The FAA publication notes that seat belts alone protect only in very minor impacts and that shoulder harnesses would reduce injuries by 88% and fatalities by 20%.