MIA00FA058

The noninstrument-rated pilot attempted VFR flight into known instrument flight conditions after being briefed by an FAA Automated Flight Service Station that VFR flight was not recommended. The pilot encountered instrument flight conditions while maneuvering on initial takeoff climb, experienced an in-flight loss of control (stall/spin) due to failure to maintain airspeed, and subsequent in-flight collision with trees and terrain.

History of flight

On December 22, 1999, at about 1525 eastern standard time, an Aero Commander 500, N6261B, registered to a private owner, operating as a 14 CFR Part 91 personal flight, crashed after departing the Georgetown County Airport, (GGE) Georgetown, South Carolina. Instrument meteorological conditions (IMC) prevailed and no flight plan was filed. The airplane was destroyed. The noninstrument-rated private pilot and one passenger were fatally injured. The flight originated from GGE about 2 minutes before the accident.

A friend of the pilot stated the pilot had purchased the airplane recently and obtained a multiengine rating. The pilot and his father-in-law arrived at GGE at about 11:10. The pilot informed him that they flew VFR from Orlando, Florida, (ORL) to Charleston, South Carolina, at 7,500 feet. They encountered IMC conditions and flew below the cloud layer to GGE. The weather upon arrival at GGE was 600 overcast with 5 miles visibility. The pilot asked him if he wanted to fly with them to Grand Stand Airport (CRE) for lunch, but he convinced the pilot the weather was too bad, and they decided to remain in the local area. Prior to departing the airfield, the pilot told him to get in the airplane so he could show it to him. He started the airplane and taxied to another parking spot. They departed the airfield for lunch. While at lunch, the pilot informed him that they were going to return to ORL that afternoon. He attempted to talk the pilot into staying, but he declined, and they returned to the airfield.

Review of communication transcripts between Anderson Automated Flight Service Station (AND-AFSS) and the pilot revealed the pilot contacted AND-AFSS at 1438:27 (1938:27 UTC). The pilot requested a weather briefing from Georgetown to Craig Municipal Airport, Jacksonville, Florida. The pilot was informed that VFR flight was not recommended and the weather brief ended at 1940:52.

The friend of the pilot attempted to talk the pilot out of leaving again; however, the pilot stated he had an appointment the next morning and had to return. He subsequently agreed to remain over night, but changed his mind again when he learned that another pilot had just departed. The fixed-base operator was aware of his desire to leave, he asked another departing pilot if he would contact them on the UNICOM frequency and provide a pilot report. The AWOS computer weather at GGE indicated a ceiling of 500 feet with no visibility reported. The pilot who departed stated the ceiling was 500 feet, tops at 2,000 feet. He further stated that there was another layer at 8,000 feet, and then it was clear.

After listening to the pilot report, the pilot told his friend that he was going to depart. He requested fuel and they went out to the airplane to conduct a preflight. His passenger got in the right front seat and he eventually got in the left front seat. The engines were started and he watched them taxi to runway 5 where an engine run-up could be heard taking place. He then heard the pilot state over the UNICOM speakers that he was departing runway 5 with a left turn out. The airplane was observed on the takeoff roll, and became airborne just a little past midfield. When the airplane reached the end of the runway over an industrial park, the airplane encountered IMC conditions and disappeared from view. From the engine sound, the friend could tell where the airplane was in relation to the runway. The airplane was heard to make a left turn. When the airplane was abeam his position, he heard the engines go to a higher rpm, followed by a loud impact noise at about 1525.

A hunter who was located between 2 to 3 miles from the airport stopped to let another hunter out of his truck. He went about another 125 yards, stopped his truck, turned off the engine, opened his door, and got out to put some boots on. He heard an airplane approaching his location with the engines screaming. The weather was bad and the ceiling was very low. He observed the airplane in a nose-down attitude, inverted, with the right wing turned up a little. The airplane disappeared from view behind some trees and collided with terrain at about 1525.

Personnel information

The pilot held a private pilot certificate issued on December 4, 1999, for airplane single and multiengine land. Review of the pilot's logbook revealed that he had recorded as logged 564 total flight hours. He had accumulated 75.9 multiengine hours, and 69 hours in the Aero commander of which 28.5 hours were as the pilot-in-command. His first recorded flight in the Aero Commander was on November 13, 1999. He had logged 3.6 hours of simulated instrument flight (hood), and 3.5 hour of dual instrument flight in the Aero commander. His last simulated instrument flight was on November 7, 1996. The dual instrument flight in the Aero commander was on October 7, 1999, and October 9, 1999.

Aircraft information

Review of the engine logbooks for the left and right engine revealed both engines were recorded as being overhauled by Hartzog-Schneck Aviation Inc., Rockford, Illinois. The left engine was overhauled on July 27, 1966, and the right engine was overhauled on July 26, 1966. The last recorded annual inspection was completed on August 24, 1999. The total time on both engines since major overhaul was 718 hours at Hobbs time 331. The last recorded aircraft annual inspection was on August 24, 1999 at Hobbs 331.1. The total airframe hours was 3739. The last recorded maintenance on the airplane was on November 28, 1999, at Hobbs time 375.2.

Review of Felts Field Aviation Inc., invoice number 22009 revealed the altimeter, static system tests, and transponder test was inspected on April 1, 1998.

Meteorological information

The nearest weather reporting facility at the time of the accident was Myrtle Beach International, South Carolina. The 1553 surface weather observation was: 800 broken, visibility 3 miles, temperature 54 degrees Fahrenheit, dew point temperature 48 degrees Fahrenheit, wind from 200 degrees at 9 knots, and altimeter 30.20 inHg. Instrument meteorological conditions prevailed at the time of the accident. The pilot of N6261B called the Anderson South Carolina, Automated Flight Service Station (AFSS) between 1933Z to 1946Z for a weather briefing. The pilot of N6261 indicated his departure point and destination of Craig Field, Orlando, Florida, and that he was operating under VFR only. The AFSS briefer indicated that VFR was not recommended and preceded to provide the current in-flight weather advisories for the route, which included two AIRMETs for instrument meteorological conditions, the synoptic features impacting the area, a quick narrative of the radar summary chart, the local observations for Charleston and Myrtle Beach which reported ceilings overcast at 800 and 600 feet and visibility's 4 to 3 miles, and the forecast for Myrtle Beach. The pilot inquired about the cloud tops, and the AFSS briefer advised that the cloud tops were forecasted to be layered to 28,000 feet. The briefer advised the pilot that the cloud tops forecasted was not a situation where you could easily get on top of the stratus layer. For additional weather information see NTSB Meteorology Factual Report.

Wreckage and impact information

The wreckage of N6261B was located in a marshy wooded area about 3 miles west north west of Georgetown County Airport, in the vicinity of Johnny Harrellson Farm, Georgetown, South Carolina.

Examination of the crash site revealed the airplane collided with trees and marsh area in a nose-down attitude on a heading of 169 degrees magnetic. The cockpit and passenger area were compressed aft from fuselage station -32.5 rearward to fuselage station 149.98. The leading edge of the left and right wings sustained compression damage from the wing root outboard to the wing tip. The left wing tip separated at wing station 257. The left engine separated from the left wing and was b