History of Flight
On August 25, 2018, between 1505 and 1520 eastern daylight time, a Piper PA-22-150 airplane, registration N6936B, was destroyed when it struck terrain while attempting to land at John H. Boylan State Airport (5B1) in Island Pond, Vermont. The private pilot, who owned the airplane, sustained fatal injuries. The flight was conducted under Title 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions prevailed, and no flight plan was filed. The local flight originated from 5B1 between 1445 and 1500.
According to a friend of the pilot, the purpose of the flight was to prepare for an upcoming flight review scheduled later that week. The pilot normally flew on Sunday afternoons and typically remained in the local area.
A witness, also a pilot, heard the airplane depart between 1445 and 1500 and return about 20 minutes later. Using binoculars, he confirmed it was his friend's airplane. He observed the airplane on the left downwind leg for runway 32 at an altitude of about 1,000 ft agl. The engine sounded normal and smooth as the pilot throttled back. He lost sight of the airplane while it was still on the downwind leg and later learned it had crashed on airport property.
Air traffic control (ATC) communications and radar data review showed no contact with ATC and no radar returns for any aircraft near Island Pond at the time. No witnesses to the accident were identified; the pilot's wife obtained photos from a hunter who arrived after the accident, taken at 1532.
Personnel Information
The pilot held a private pilot certificate with ratings for airplane single-engine land and instrument airplane. His most recent FAA third-class medical certificate was issued on June 21, 2018. According to his logbook, he had accrued about 1,289 total flight hours, with approximately 362 hours in the accident airplane. He also held an airframe and powerplant mechanic certificate.
Aircraft Information
The accident airplane, manufactured in 1956, was a single-engine, 4-seat, strut-braced, high-wing, fabric-covered airplane. It was powered by a Lycoming O-320 series 150-horsepower engine with a two-bladed Sensenich propeller. The most recent annual inspection was on April 9, 2018, at an airframe total time of 2,661.0 hours. The engine had 168.65 hours since major overhaul. The inspection was signed off by the pilot.
Meteorological Information
Weather reported at 1535 at Caledonia Airport (CDA), about 16 miles southwest, included wind from 120° at 8 knots, 10 miles visibility, and clear skies. Temperature was 79°F, dew point 57°F, altimeter 30.23 inHg. The witness described a southerly crosswind shifting about 10° left and right, conditions allowing landing on either runway.
Airport Information
John H. Boylan State Airport (5B1) is located in Island Pond, Vermont. The accident occurred on airport property.
Wreckage and Impact Information
The airplane came to rest upright on a heading of 070° and sustained extensive postimpact fire damage. The impact site was consistent with turning from the downwind leg to a left base leg. The initial impact point was a ground scar about 10 ft forward of the wreckage, containing broken Plexiglas. Another scar extended 13 ft to the right, with an unburned section of the right wing tip embedded at the end.
Both wings exhibited leading edge crushing and were pushed aft. Wing struts were buckled, and both flaps were consumed by fire. The manual flap handle was broken, with the actuator fully extended. Fuel tanks on both wings were breached and partially fire-damaged; the auxiliary tank was completely consumed. Main landing gear was splayed, and the tailwheel remained attached and undamaged.
Flight control continuity was established, but a fractured section of left aileron cable was found. The fracture was about 15 inches from a looped end, which was inserted through a turnbuckle assembly. The brass barrel adjuster was missing, but safety wire remained. Threads showed brass material attached. The cable fracture exhibited 45° shear planes, consistent with overload. Rudder pedals were fire-damaged; left T-posts displaced left, right posts straight.
The cockpit area sustained heavy fire damage. Instruments and radios were unreadable. The throttle was found toward idle; fuel selector was in the "ON" position. Seatbelts and shoulder harnesses were secured and buckled. The windshield Plexiglas shattered; no evidence of bird strike.
The engine remained partially attached, with propeller attached. One blade showed slight S-bending, the other was bent forward with trailing-edge nicks and leading-edge polishing. Spark plugs had black electrodes; Nos. 2 and 4 bottom plugs were oil-soaked. Magnetos were fire-damaged and untestable. Vacuum pump was damaged, drum broken but vanes intact. Carburetor had melted floats and no fuel; dirt was found in the screen area. Engine rotation established compression and valve train continuity with no pre-accident mechanical deficiencies noted.
Additional Information
A friend who flew with the pilot described him as thorough, always performing preflight inspections and checking fuel for water. Based on the previous weekend, the airplane likely had 18 gallons (9 per wing tank) at departure. The friend noted the pilot tended to turn from downwind to base leg "quite steep" (about 40° bank) and slow (62-63 knots), expressing concern, but the pilot was not concerned about stalling. The airplane had no stall warning horn or angle-of-attack indicator. The friend also stated it was normal for the pilot to turn to base early and land about 800 ft from the approach end of the runway to stop in front of his hangar.
According to the Piper PA-22-150 Information Manual, stall speed at gross weight with flaps fully extended was 49 mph (42 knots).
Medical and Pathological Information
An autopsy by the Office of the Chief Medical Examiner, Vermont, determined the cause of death as blunt trauma and thermal injuries. Toxicology testing identified ibuprofen, diphenhydramine, ranitidine, and atorvastatin, none considered impairing. Diphenhydramine is a sedating antihistamine; levels noted postmortem distribution.