FTW96FA089

A witness who had just flown with the pilot said the airplane took off and remained in the traffic pattern. He thought the pilot was going to do a touch-and-go landing. When the airplane was on downwind leg and abeam the runway threshold, it banked right and departed the traffic pattern. It climbed to an estimated altitude between 2,000 and 2,500 feet MSL. Suddenly, the nose pitched up about 70 degrees above the horizon and the pilot performed a 'hammerhead stall' (wing-over maneuver). The pilot recovered from the maneuver, then the airplane fell off on its left wing and entered a two-turn spin to the left. The pilot appeared to recover from this maneuver also, then the airplane disappeared behind trees and impacted the ground. The witness said that on previous occasions, he had observed the pilot do this and other aerobatic maneuvers after takeoff.

History of flight

On January 13, 1996, at 1625 central standard time, a Cessna A150M, N8125V, was destroyed upon impact with terrain while maneuvering near Vinita, Oklahoma. The private pilot was fatally injured. Visual meteorological conditions prevailed for the personal flight being conducted under Title 14 CFR Part 91, and no flight plan had been filed. The flight originated at Vinita, Oklahoma, on January 13, 1996, approximately 1620.

The following is based on the observations of a witness who declined to submit a written statement. The witness, a 12-hour student pilot, had flown with the pilot shortly before the accident. They had flown to Langley, Oklahoma, then returned and had practiced touch-and-go landings. Total flight time was approximately 1 hour, 30 minutes. After landing, the airplane was serviced with 10 gallons of automotive gasoline. The pilot said he was going to return to Langley, then departed alone. The airplane remained in the traffic pattern as though the pilot was going to do another touch-and-go landing. The airplane was on the downwind leg and abeam the runway threshold when the airplane banked right and departed the traffic pattern. The airplane climbed to an altitude estimated between 2,000 and 2,500 feet mean sea level (MSL). Suddenly, the nose pitched up about 70 degrees above the horizon and the pilot performed a "hammerhead stall." The pilot recovered from the maneuver, then the airplane fell off on its left wing and entered a two-turn spin to the left. The pilot appeared to recover from this maneuver also, then the airplane disappeared behind some trees. The witness said that on previous occasions, he had observed the pilot do this and other aerobatic maneuvers after takeoff.

Personnel information

The pilot was a used airplane broker by profession. Flight logs and other pilot records were never located. According to FAA's Airman Certification Branch in Oklahoma City, Oklahoma, when the pilot applied for medical certification on June 27, 1994, he reported he had accumulated an estimated total of 1,000 hours flight time.

Aircraft information

A search for aircraft maintenance records was made by family members and friends but to no avail. According to a witness who had flown with the pilot just before the accident, he said the pilot had overhauled the engine about 15 hours prior to the accident. The pilot did hold airframe and powerplant certificate, No. 446529890, dated October 16, 1991.

Wreckage and impact information

The wreckage was located in an open pasture approximately one mile southeast of the Vinita Airport at an elevation of 690 feet MSL [as measured by a GPS (Global Positioning System) receiver]. There was a ground crater 20 feet to the right of the wreckage. The airplane sat vertically on its nose on a magnetic heading of 240 degrees. The engine was at a 35 degree angle and pushed up into the firewall and rested on its left side. The cabin roof was crushed down over the engine. Both wing leading edges were accordion-crushed. The empennage was buckled to the left near the dorsal fin.

The spinner was crushed evenly back over the hub. The ascending blade was bowed forward slightly, and there was 90 degree chordwise scuffing on the cambered surface near the tip. The descending blade was bent aft 30 degrees and bore faint chordwise scuffing on the cambered surface. There was also some leading edge gouging. Engine continuity was established.

Medical and pathological information

An autopsy (case no. 9608138) and toxicological screen was performed by the Oklahoma State Medical Examiner's Office in Tulsa, Oklahoma.

Additional information

The wreckage was released to the pilot's estate on January 14, 1996.