20081225854609A

Attachment 1. Pilot departed gso to gnv on an IFR flight plan. Weather along the route was good VMC. Approximately 75 miles south of departure point and at 8,000 MSL the pilot reported to clt ATC a rough running engine and told ATC that he wanted to return to gso. The aircraft was cleared to return to gso and turned to a northbound course. The pilot told ATC that he had a high head temp. The pilot subsequently made the decision to land at Anson County Airport (afp), and the pilot reported that he had the airport in sight and was about 5 miles south. Due to radar limitations ATC lost radar contact with the pilot approximately 2 miles south of the airport at 3,500 MSL (3,300 AGL). Later a witness (witness 1) located approximately 5 north of the airport observed the aircraft at approximately 2,000 AGL headed southbound toward the airport. Witness 1 knew the aircraft was having engine problems by the sound of the engine and his previous experience as a student pilot. When witness 2, who was located at a hangar on the west side of the Anson County Airport rwy 16, observed the aircraft it was approximately 200 AGL slightly to the west of extended centerline of rwy 16 on what appeared to be a close in right base leg. Witness 2 then observed the aircraft in a left bank as if to circle left away from the runway. Witness 2 did not recall whether there was any engine noise or not, he also thought it was an instructor and student practicing an emergency landing and therefore paid no more attention to it until a “strong thump” was heard. It was at this time witness 2 and another person (person 1) saw the airplane in the tall grass not moving. Person 1 called 911 and he and witness 2 went to the crash sight. They checked the pilot who was deceased and gave comfort to the passenger until rescue crews arrived. The crash scene was located approximately one-half mile northwest of the approach end of rwy 16 in high grass on even ground. The accident scene was documented the following morning. From the first observed impact there was a fifty to sixty foot trail of debris on a track of 135 degrees that lead to where the airplane came to rest on a heading of 070 degrees. The trail started with ground impact followed by pieces of wheel pant. Approximately twenty feet from initial impact was the left flap and left wing tip. Approximately ten feet further was a large piece of wheel pant. Another five feet beyond the large piece of wheel pant was the propeller and a large piece of windshield followed by the aircraft approximately 25 feet further. At the main wreckage both wings, fuselage, cockpit, and engine compartment were all attached. The right flap was in the full down position. The aircraft had received substantial damage to the wings especially the left wing which had accordion like large ripples running slightly at angle to the cord. These ripples started near the end of the wing and went to approximately mid wing. The fuselage skin was distorted in places. The cockpit forward of the instrument panel was crushed from the underside of the fuselage. The fuselage especially forward of the wing spar had some crushing. Forward of the firewall was crushed from the left underside. The engine motor mount had sheared in several places. The engine had shifted to the right and up. In discussing the accident with a family member it was learned that the passenger stated to them that the engine never totally lost power and that the head temperature and oil temperature were running high. The propeller is evidence that there was some power as the entire propeller and hub were sheared at the shaft and the blades had light cord wise striation. The aircraft was equipped with seat belts and shoulder harnesses. On comforting the passenger person 1 noticed that the passenger’s shoulder harness was very snug. Person 1 also noticed that the deceased pilot’s shoulder harness was on but had slack in it. Upon investigation it was noticed that the pilot’s shoulder harness, where it attached to the stainless steel cable in the aft area of the baggage compartment, was at its full limit. It had approximately one inch of webbing that was through the plate that was attached to the cable. The one inch that was through the plate had double thickness as it was where the webbing was folded over and sewn at the end. There were no slippage markings on the webbing. The above concludes the accident scene investigation. Please see “attachment 2” for the findings of the engine inspection. This form will be amended when further information is received including emag test results, toxicology, pilot logbook information and maintenance records. Attachment 2. Once the aircraft wreckage was moved to a hanger at Anson County Airport further investigation revealed the following: the fuel divider distributor was safety wired without any evidence of as lead seal. The cover was removed from the divider, and there was evidence of fuel in the divider. The cover was replaced. The oil filter was removed and the element inspected for debris. No debris was noted in the filter element. Oil was evident in the crankcase and there was approximately six quarts remaining. The oil was slightly darker in color for oil that was changed five days prior with a total of three hours on it. The engine had a data plate from aero sport power ltd. the vacuum pump and top spark plugs were removed. The engine was rotated by a drive at the accessory pad. There was continuity throughout the engine from the accessory pad on the rear to the crankshaft stub in front of the engine. There was thumb compression on all cylinders. The top sparkplugs were removed and the number 3 spark plug was dark in color signifying a rich mixture on that cylinder. The number 1, 2 and 4 spark plugs were white on the porcelain. The engine incorporated gami injectors. The lower plugs were not accessible. Continuity was verified for the engine fuel control and prop governor. It was noted that the left slick magneto would “snap” at approximately tdc. The right ignition system which fired the top auto style spark plugs was sheared upon impact. The electrical wiring was connected to the unit from the instrument panel switches. Aileron, elevator and rudder continuity was verified.