History of Flight
On September 30, 2023, about 1942 eastern daylight time, a Cessna 150, registration N6312G, was substantially damaged when it struck the waters of Lake Winnipesaukee near Gilford, New Hampshire. The private pilot, the sole occupant, was fatally injured. The airplane was operating under Title 14 Code of Federal Regulations Part 91 as a personal flight.
The pilot had departed Rhode Island T.F. Green International Airport (PVD) in Providence, Rhode Island, around 1610, destined for Laconia Municipal Airport (LCI) in Laconia, New Hampshire. According to the pilot's friend and flight instructor, the pilot had flown to PVD earlier in the month for a flight review but had been unable to return due to weather. The accident flight was intended to return the airplane to the pilot's home in New Hampshire. The pilot planned to land at LCI and have dinner with his girlfriend, who was waiting at the airport.
ADS-B data indicated the pilot entered a 45° entry to the right downwind for runway 26 at LCI between 1,300 and 1,400 ft mean sea level (msl). Airport surveillance video showed the runway lights were on when the airplane entered the traffic pattern. The airplane continued downwind, and after passing abeam the threshold of runway 26, it flew 1.6 miles on a course of about 66° true (80° magnetic). It then crossed the shore of Lake Winnipesaukee and continued for another 0.4 nm. The airplane's position and altitude were uncertain for part of this time due to missing data points. The last three recorded data points showed the airplane beginning a left turn 0.4 miles beyond the shoreline at 1,275 ft msl.
A witness on the lake shore saw the airplane's bright landing lights pass from left to right, less than 100 ft above the water, in a descending right turn. The airplane impacted the water at an angle. The witness did not recall hearing the engine; wind was calm and no fog was observed. The moon was full but haze from wildfires reduced its illumination, making it dark over the lake.
Another witness heard the engine to his left and saw the airplane just above the tree line of Welch Island. The weather was a little "foggy." He saw red/green position lights and white landing lights. The airplane then suddenly went "full throttle" and "dove down" in a descending right turn, impacting the water seconds later. The witness stated the engine was "running fine" and at "full power" on impact.
Surveillance video from a camera about 1.3 nm southeast showed the airplane in a shallow descent, its lights partially obscured by clouds. About 12 seconds later, it emerged from clouds in a steep, spiral dive and impacted the water.
The airplane was located the next morning about 3 miles east-northeast of LCI in 57 ft of water.
Pilot Information
The 70-year-old pilot held a private pilot certificate with a single-engine land rating but no instrument rating. His last FAA third-class medical was issued May 2, 2023, and was still valid; he also applied for BasicMed and completed the course and checklist on that date.
Flight logbook review showed numerous flights in and out of LCI. His last flight review was on September 9, 2023, and he had logged 674.8 total flight hours. The logbook from December 2020 onward contained no logged night, simulated, or actual instrument flight time.
Airplane Information
The single-engine, two-seat Cessna 150 was not equipped with an autopilot. The airframe logbook was recovered, but engine and propeller logs were not. The last annual inspection was completed March 12, 2023, at a tachometer time of 2,599.6 hours.
Meteorological Information
Weather at LCI at 1956 reported wind calm, visibility 5 statute miles in haze, clear skies, temperature 14°C, dewpoint not reported, barometric altimeter 30.19 inHg. Sunset occurred at 1829, about 73 minutes before the accident. Wildfire smoke caused hazy conditions, reducing the full moon's illumination. Eyewitnesses described it as dark and hazy. Surveillance video indicated an overcast sky with no visible lunar or cultural lighting along the shoreline.
Wreckage and Impact Information
The wreckage was recovered from the water. All major components were present; no preimpact fire or bird strike was evident. Both wings and tail control surfaces had extensive impact damage. Flight control continuity was established for all major surfaces to the cockpit. The flap actuator was fully retracted. The elevator trim tab was not recovered, but the actuator was attached to the right horizontal stabilizer; its rod end had pulled out from impact.
The cockpit sustained extensive impact damage. Throttle, mixture, and carburetor heat controls were all full forward.
The engine and two-blade propeller had impact damage. Both blades were bent aft mid-span with some twisting. The crankshaft rotated manually, and compression and valvetrain continuity were confirmed on each cylinder. Top spark plugs were covered in mud but appeared in good condition. Both magnetos remained attached; the ignition harness had tears. The magnetos were removed and both couplings snapped when rotated; spark could not be obtained due to water damage.
The vacuum pump separated and sustained impact damage; internal rotors were heavily fractured, with all but one vane intact. Rotational scoring was observed 360° around the interior wall.
No evidence of preimpact mechanical malfunctions or failures was identified that would have precluded normal operation.
Medical and Pathological Information
An autopsy by the State of New Hampshire Office of the Chief Medical Examiner determined the cause of death as "multiple blunt injuries." Toxicology testing at the FAA Forensic Sciences Laboratory was negative for drugs.
Additional Information
The pilot did not hold an instrument rating and had no recent night or instrument meteorological conditions experience. His flight instructor, who provided the recent flight review, discouraged the flight because the temperature-dewpoint spread was forecast to converge that evening. The pilot had experienced prior weather delays and insisted on flying. The instructor sent text messages warning of instrument meteorological conditions at LCI and urging diversion; the pilot did not respond. The instructor observed via FlightAware that the pilot extended the downwind over the lake.
The cockpit photo the pilot sent showed an iPad on the yoke with a primary flight display and navigation display with VFR sectional overlay. A red overhead light illuminated the cockpit; no horizon or ground lights were visible through the windscreen.