# NTSB ERA14FA328: Cessna 150J, N50824, Topping, VA, July 6, 2014 - Type: NTSB accident investigation - Classification: Accident · Fatal · Field investigation · Final report - Date: July 6, 2014, 16:43 local (20:43 UTC) - Place: Topping, VA - Coordinates: 37.589885, -76.460441 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=37.5899&lon=-76.4604&mi=10 - Phase of flight: [Approach](https://openairdocs.org/ntsb-phases/500) (OpenAirDocs' grouping) - Defining event: [Approach-VFR go-around: Aerodynamic stall/spin](https://openairdocs.org/ntsb-events/241) - Highest injury: Fatal - Injuries: 2 fatal - Status: Completed, report September 17, 2015 - Report: Approved by Office Director - NTSB office: Eastern Region Aviation - Parties: Continental Motors Inc., Cessna Aircraft Company, FAA/FSDO - NTSB case key (mKey): 89610 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=ERA14FA328 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/89610/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=89610 - Page: https://openairdocs.org/ntsb/ERA14FA328 ## Probable cause The pilot's failure to maintain airplane control, which resulted in an aerodynamic stall/spin. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Use of equip/info: aircraft control](https://openairdocs.org/ntsb-findings/02063040): Personnel issues › Task performance · Pilot (probable cause); cases with it: [Cessna 150J, 13 cases](https://openairdocs.org/ntsb-findings/02063040/cases.md?model=2071820), [All aircraft, 9,295 cases](https://openairdocs.org/ntsb-findings/02063040/cases.md) - [Performance/control parameters: angle of attack](https://openairdocs.org/ntsb-findings/01062042): Aircraft › Aircraft oper/perf/capability · Capability exceeded (probable cause); cases with it: [Cessna 150J, 2 cases](https://openairdocs.org/ntsb-findings/01062042/cases.md?model=2071820), [All aircraft, 990 cases](https://openairdocs.org/ntsb-findings/01062042/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Approach-VFR go-around: Aerodynamic stall/spin](https://openairdocs.org/ntsb-events/241) (defining event); cases with it: [Cessna 150J, 5 cases](https://openairdocs.org/ntsb-events/241/sequence.md?model=2071820), [All aircraft, 1,529 cases](https://openairdocs.org/ntsb-events/241/sequence.md) - [Uncontrolled descent: Collision with terr/obj (non-CFIT) ](https://openairdocs.org/ntsb-events/470); cases with it: [Cessna 150J, 18 cases](https://openairdocs.org/ntsb-events/470/sequence.md?model=2071820), [All aircraft, 10,189 cases](https://openairdocs.org/ntsb-events/470/sequence.md) ## Analysis Witnesses observed the airplane as it departed and reported that it appeared to have trouble climbing. The airplane then returned to the runway two times, but the pilot aborted the landing approach both times. During the climbout following the second aborted landing, the airplane banked to the left, descended in a nose-low attitude, and impacted the ground. Witness descriptions of the descent and observations of the wreckage and accident site were consistent with the pilot flying the airplane beyond its critical angle of attack, which resulted in the airplane entering an aerodynamic stall/spin. Examination of the wreckage revealed no evidence of any preimpact mechanical malfunctions or failures of the airframe or engine that would have precluded normal operation. Toxicology testing identified a prescription antidepressant and its metabolite, as well as a prescription drug used to treat hypertension in the pilot's liver and blood. These medications are unlikely to have contributed to the accident. Calculations of the airplane's weight and balance at the time of the accident showed that it was likely loaded just below or slightly in excess of its maximum gross weight. ## Factual narrative Weight and Balance Calculations Weight and balance calculations were performed using weight and balance documents recovered at the site, the actual weights of the occupants, and the baggage recovered at the scene. The airplane was equipped two 13 gallon fuel tanks, with a total capacity of 26 gallons, 22.5 gallons of which were considered useable. Performing the calculation with the weight of recovered fuel, revealed a total airplane weight of 1,575 pounds, with a center of gravity at 35.96 inches aft of datum. Assuming a full fuel load, the calculations revealed the airplane would have a total weight of 1,677, with a center of gravity at 36.68 inches aft of datum. According to documentation found in the airplane, the normal center of gravity range was between 31.5 and 37.5 inches aft of datum. There was no published information about the center of gravity calculations above the maximum allowable gross weight of 1,600 pounds. Stall and Spin Awareness Training – AC 61-67C According to the Advisory Circular, Weight, "Although the distribution of weight has the most direct effect on stability, increased gross weight can also have an effect on an aircraft's flight characteristics, regardless of the CG position. As the weight of the airplane is increased, the stall speed increases. The increased weight requires a higher AOA to produce additional lift to support the weight." Pilot's Handbook of Aeronautical Knowledge Chapter 9. Weight and Balance "The pilot should always be aware of the consequences of overloading. An overloaded aircraft may not be able to leave the ground, or if does become airborne, it may exhibit unexpected and unusually poor flight characteristics. If not properly loaded, the initial indication of poor performance usually takes place during takeoff." According to FAA airworthiness records, the airplane was issued an airworthiness certificate in 1968 and registered to the pilot on September 26, 2002. It was powered by a Continental Motors O-200-A, a 100 hp engine. According to the airframe maintenance logbook, the most recent annual inspection was completed on July 1, 2008, at a recorded airframe/tachometer total time of 5,543.6 hours. No subsequent annual inspections were recorded in any of the maintenance logbooks. The tachometer was located in the wreckage and indicated 6,026.2 hours. The most recent weight and balance sheet for the airplane was dated on November 7, 2008, and indicated the airplane had a maximum gross weight of 1,600 pounds, an empty weight of 1,117.45 pounds, and a useful load of 482.55 pounds. On July 6, 2014, about 1643 eastern daylight time, a Cessna 150J, N50824, was substantially damaged when it impacted the ground near Topping, Virginia, shortly after departing Hummel Field (W75), in Saluda, Virginia. The airplane was owned and operated by an individual. The private pilot and the passenger were fatally injured. Visual meteorological conditions prevailed and no flight plan had been filed. The personalflight was conducted under the provisions of Title 14 Code of Federal Regulations Part 91. The flight was destined for Virginia Tech/ Montgomery Executive Airport (BCB), Blacksburg, Virginia. According to several eyewitnesses, the airplane was observed near the airport and it "would not gain altitude." The airplane made two landing attempts and while performing a go-around maneuver on a southerly heading, the airplane was flying "very low," made a "hard right turn" to the east, and subsequently descended and impacted the ground. In addition, the witnesses stated that the "engine did not sound like it was sputtering" and that he "heard the noise of the motor." A fuel receipt, with an imprinted time of 1623, indicated the accident airplane was fueled with 6.37 gallons of fuel at W75 on the day of the accident. The Office the Chief Medical Examiner for the Commonwealth of Virginia performed the autopsy on the pilot in Richmond, Virginia. The FAA's Bioaeronautical Sciences Research Laboratory, Oklahoma City, Oklahoma, performed toxicological testing of the pilot. Fluid and tissue specimens from the pilot tested negative for carbon monoxide and ethanol. However, Citalopram, N-Desmethylcitalopram, and Propranolol were detected in the liver and blood. The 1635 recorded weather observation at W75, located approximately 0.3 nautical miles west of the accident location, included wind from 180 degrees at 7 knots, visibility 10 statute miles, clear skies, temperature 29 degrees C, dew point 16 degrees C, and an altimeter setting of 30.04 inches of mercury. The calculated density altitude was 1,515 feet. According to Federal Aviation Administration (FAA) records, the pilot, age 58, held a private pilot certificate with ratings for airplane single engine land and instrument airplane. His most recent third class medical certificate was issued on September 28, 2012, and at that time he reported his flight experience included 950 total hours and 90 hours in preceding six months of the exam. Pilot logbooks were located in the wreckage and the most recent recorded flight occurred on September 27, 2013. At that time, the pilot had accumulated about 841 total hours of flight time. A JPI FS-450 Fuel Scanner was found in the main wreckage area, retained, and sent to the National Transportation Safety Board Recorders Laboratory for data download. The fuel scanner was powered on and displayed that 21.7 gallons of fuel remained and that 0.3 gallons of fuel was used. It was noted that the accuracy of the FS-450 depended on the pilot entering the correct fuel load at the start of the flight. The accident site was located at N37°35'51" W076°26'36". The initial impact point (IIP) consisted of a crater that was about 8 inches deep. In addition, there was an indentation in the dirt that spanned approximately 17.5 feet in either direction of the impact crater, and was similar in length as the wing span of the airplane. The airplane came to rest 17 feet from the IIP, on abearing of 310 degrees magnetic. The airplane was oriented 280 degrees magnetic. The left wing remained attached to the fuselage but the aft spar was impact-separated. The outboard 12 feet of the left wing leading edge exhibited aft crush damage. The outboard 4 feet of the left wing leading edge was crushed aft and in the positive (upward) direction. The pitot tube remained attached to the left wing but was clogged with dirt similar in color as the dirt surrounding the accident location. The fuel vent on the left wing was absent of any obstruction. The left fuel cap remained seated and intact. The leading edge of the left wing had spots for leading edge vortex generators that were not attached. Several vortex generators were located in the ground indentation that spanned out from the initial impact crater. The empennage was impact fractured and bent to the right in an approximate 90 degree angle. The left elevator and stabilizer remained attached at all attach points and did not exhibit any impact damage. The vertical stabilizer and rudder remained attached at all attach points. The vertical stabilizer did not exhibit any impact damage. The rudder exhibited damage to the anti-collision light located at the top aft portion of the rudder. The right horizontal stabilizer remained attached to the empennage and was impact damaged in the positive direction about mid span. The right elevator remained attached to the airplane at all attach points and was impacted damaged about mid span. The right elevator counter weight was partially separated. The elevator trim tab remained attached and the trim tab actuator was measured and correlated to the trim tab position between the 0 to 5 degrees tab trailing edge up position. The section of the empennage, forward of the horizontal and vertical stabilizer attach point was bent to the right. The right wing remained attached to the fuselage at all attach points and the entire span of the leading edge exhibited aft crush damage in the positive direction. The outboard approximate 4 feet of the right wing was wrinkled and bent aft. The right wing tip remained attached but was partially separated and impact damaged. The leading edge of the right wing had vacant places for leading edge vortex generators. Several vortex generators were located in the ground indent to the right of the impact crater as well as the green lens cover. The right fuel cap remained attached and seated. The stall warning indicator was tested and operated without anomaly. Both of the fuel tanks remained intact and contained a total of 9 gallons of fluid similar in smell and color to 100 LL aviation fuel. The fuel was absent of water or other contaminates. Flight control continuity was established from all flight control surfaces to the cockpit. The engine remained secured attached at all engine mounts. Continuity of the crankshaft was confirmed from the propeller flange to the accessory drive section of the engine by rotating the propeller. Thefuel strainer was clear of debris and the fuel strainer bowl was removed and contained fluid similar to that found in the wing fuel tanks. All cylinders remained attached to the engine and exhibited impact damage to the cooling fins. All top and bottom spark plugs were removed, were light gray in color, and exhibited normal wear. Thumb compression was confirmed on all cylinders. Rotation of both magneto input drive produced spark on all towers. The oil filter element was absent of any metallic particles. The carburetor was removed and disassembled. Fuel was observed coming out of the carburetor when the accelerator pump was operated. The fuel filter in the carburetor was absent of debris, and the fuel observed in the float bowl was absent of water. The carburetor floats both exhibited hydraulic deformation. Corrosion was noted in the carburetor bowl. AIRPORT INFORMATION Hummel Field Airport was located 6 miles east of Saluda, Virginia, at an elevation of 30 feet. It had one runway designated as 01/19, which was 2,270 feet long and 45 feet wide. ## Aircraft - Registration: [N50824](https://openairdocs.org/deregistered/N50824-2017-02-06), registration cancelled 2017-02-06, S/N 15069578, built 1968 (OpenAirDocs) - Reported make and model: CESSNA 150J - Registry model: [Cessna 150J](https://openairdocs.org/model/cessna-150j) (registry code 2071820) (OpenAirDocs) - Registry engine: [Continental 0-200 series](https://openairdocs.org/engine/continental-0-200-series) (registry code 17020, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 15069578 - Year built: 1968 - Airframe hours: 5543.6 - Engines: CONT MOTOR O-200 SERIES 100 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Operator: Myers Stephen L - Registered owner: Myers Stephen L - Airworthiness certificate: Standard, Utility - Last inspection: Annual, July 1, 2008 - Departed: W75, Topping, VA - Destination: BCB, BLACKSBURG, VA - Airport: W75, Hummel Field, runway 19, 2,270 × 45 ft, asphalt - Equipment: Stall warning system ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 58; injuries: fatal; private; airplane ratings: single-engine land; instrument ratings: airplane; medical: class 3, with waivers/limitations; last flight review January 6, 2013; seat: left; restraint: 3-point; toxicology performed; flight hours: 841 total ## Weather - Conditions: Visual (VMC), Day - Wind: 180° at 7 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 84 °F, dew point 61 °F - Altimeter: 30.04 inHg - Observed at: W75 ## FAA reports on this event (1) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Accident 20140706012309A](https://openairdocs.org/incident/20140706012309A), Jul 6, 2014: Cessna 150J, Topping, VA, Destroyed, 2 fatal. According to witness', aircraft made two landing attempts and while on a southerly heading, the airplane was flying "very low", made a "hard right turn" to the… ## Docket (14 files) The files NTSB released with the investigation on September 2, 2015, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=89610. 10.7 MB in all. - Witness Statements (item 1, .PDF, 1.0 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40431364&FileExtension=.PDF&FileName=Witness%20Statements-Redacted.PDF - Most Recent Fuel Receipt (item 2, .PDF, 53 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40431365&FileExtension=.PDF&FileName=Most%20Recent%20Fuel%20Receipt-Redacted.PDF - Engine Monitoring Device Factual Report (item 3, .PDF, 4 photos, 337 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40431366&FileExtension=.PDF&FileName=Engine%20Monitoring%20Device%20Factual%20Report-Master.PDF - Excerpts from Maintenance Logbooks (item 4, .PDF, 425 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40431367&FileExtension=.PDF&FileName=Excerpts%20from%20Maintenance%20Logbooks-Redacted.PDF - Excerpts from Pilot Logbook (item 5, .PDF, 347 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40431368&FileExtension=.PDF&FileName=Excerpts%20from%20Pilot%20Logbook-Redacted.PDF - W75 Weather Observations (item 6, .PDF, 204 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40431369&FileExtension=.PDF&FileName=W75%20Weather%20Observations-Redacted.PDF - Weight and Balance Data found On Scene (item 7, .PDF, 459 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40431370&FileExtension=.PDF&FileName=Weight%20and%20Balance%20Data%20found%20On%20Scene-Redacted.PDF - Calculated Weight and Balance Data (item 8, .PDF, 106 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40431371&FileExtension=.PDF&FileName=Calculated%20Weight%20and%20Balance%20Data-Master.PDF - Pilot Toxicology Report (item 9, .PDF, 136 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40431372&FileExtension=.PDF&FileName=Pilot%20Toxicology%20Report-Master.PDF - Passenger Toxicology Report (item 10, .PDF, 173 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40431373&FileExtension=.PDF&FileName=Passenger%20Toxicology%20Report-Master.PDF - Statement of Party Representatives to NTSB Investigation (item 11, .PDF, 170 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40431374&FileExtension=.PDF&FileName=Statement%20of%20Party%20Representatives%20to%20NTSB%20Investigation-Redacted.PDF - Wreckage Release (item 12, .PDF, 31 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40431375&FileExtension=.PDF&FileName=Wreckage%20Release-Redacted.PDF - Photo 1 – Main Wreckage (item 13, .PDF, 3.0 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40431376&FileExtension=.PDF&FileName=Photo%201%20%E2%80%93%20Main%20Wreckage-Master.PDF - Photo 2 – Imprint in Ground (item 14, .PDF, 4.2 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40431377&FileExtension=.PDF&FileName=Photo%202%20%E2%80%93%20Imprint%20in%20Ground-Master.PDF From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.