History of Flight
On September 20, 2017, at 0601 eastern daylight time, a Cessna 150G, registration N3875J, was substantially damaged after hitting terrain shortly after departing from a private airstrip near Rhine, Georgia. The student pilot, who owned the airplane, was operating it as a personal flight under Part 91. Dark night marginal visual flight rules (MVFR) conditions existed; no flight plan was filed. The destination was Turner County Airport (75J) in Ashburn, Georgia.
The student pilot intended to pick up his flight instructor in Ashburn before continuing to St. Simon's, Georgia, for a private pilot practical test the next day. The instructor had checked the weather and saw fog reported; he called the student but got no answer. The student then texted, "I'll see you in a few." The instructor replied "ok," which was his last contact.
A witness heard an airplane at "full throttle," but did not see it. It sounded like a takeoff, a turn, then a crash. He drove to the airstrip and observed "light" fog. He told the student's employees that he thought the airplane had crashed. The student's cousin and uncle (both pilots) located the wreckage via ELT about 0710.
The airplane had a hand-held Garmin GPSMAP 396. An NTSB performance study based on its data showed: departure at 05:59:47, climbing right turn, reaching 407 ft at 06:00:40, then descending to 256 ft while continuing the turn (max airspeed 95 kts). Then climbing in a tightening right turn to 666 ft at 06:01:11 with lowest airspeed 32 kts and bank angle 30° right wing down. Then rapid altitude loss, rolling right, losing 440 ft in 13 seconds. By 06:01:24, descended to 226 ft; last data at 06:01:33 at 279 ft. An airspeed of 32 kts at 30° bank is below the manufacturer's minimum stall speed for all configurations and bank angles.
Personnel Information
The student pilot held a third-class medical certificate issued April 13, 2017. His logbook showed 236 total flight hours, all in the accident airplane. He logged 8.3 hours of night experience, but none included takeoff or landing at his private airstrip at night.
His instructor stated the student had departed from the airstrip at night "30-40" times. The instructor advised against it due to safety concerns: the strip was in poor condition and not properly lighted. The instructor also learned after the accident that the student had given rides to family and friends. The instructor described the student as a "good pilot" but "very head strong" with "no fear – saw no danger."
Aircraft Information
The Cessna 150G is a two-seat, high-wing airplane with a Continental O-200A engine. The most recent annual inspection was March 2, 2017 (tach time 5,534.8 hours); most recent 100-hour inspection was July 11, 2017 (tach 5,588.83 hours).
Meteorological Information
Weather observations from Fitzgerald Airport (FZG), 13 miles southwest, reported MVFR conditions with mist. At 0555: calm wind, 4 miles visibility, mist, clear skies below 12,000 ft, temperature 22°C, dew point 22°C, altimeter 30.01 inHg. At 0615: 3 miles visibility, mist. GOES-13 infrared image at 0615 showed clear skies over the accident site with a mid-level cloud band near 14,000 ft. Civil twilight began at 0656, sunrise at 0720. Moon phase was new at 0130.
Airport Information
The private airstrip was co-owned by the student. The grass runway was about 4,200 ft long, oriented southwest/northeast, partially lighted with solar lights every 200 ft. The pilot typically taxied to the end and departed south, then made a 360° turn over the airport before proceeding.
Wreckage Examination
The airplane came to rest in wooded terrain adjacent to the airstrip. Initial impact was with an approximate 80-ft-tall pine tree. The wreckage stopped about 70 ft from the tree. Tree branches had 45° angular cuts with black paint transfer from propeller contact. No postimpact fire.
The main wreckage was upright with the tail bent over top. Both wings had extensive leading edge damage; center section partially separated. Engine and propeller attached. Outboard wing sections separated. Flight control continuity was established; wing flaps fully retracted. Right aileron cable separated with overload stress. Elevator trim tab found 5° tab down (nose up).
Fuel caps secure; right wing tank breached. Fuel drained during recovery. A receipt showed 20 gallons of 100LL purchased the day before. Fuel selector on. Gascolator had fuel, screen clean. Carburetor bowl absent of fuel. Vacuum pump rotated freely. Attitude indicator not impact damaged; no rotational scoring on rotor drum.
Throttle, mixture, and carburetor heat controls full forward. Engine rotated; starter gear contact noted, but no mechanical deficiencies precluding normal operation.
Medical and Pathological Information
An autopsy determined the pilot's cause of death as "multiple blunt impact injuries." Toxicological testing was negative for carbon monoxide, ethanol, and other drugs.
Additional Information
The FAA's Pilot Handbook of Aeronautical Knowledge describes spatial disorientation as lack of orientation regarding position, attitude, or movement. It explains the three systems (vestibular, somatosensory, visual) and that during flight in visual conditions, eyes dominate. When visual cues are removed (as in IMC), false sensations can cause disorientation. Prevention includes avoiding flight in reduced visibility or night without instrument training.