NYC01FA169

According to a witness, the airplane was observed making a steep turn to a right base. During the turn, the airplane's tail abruptly went up, and the airplane entered a 2 1/2 spin to the right prior to impacting the ground. There was no evidence of a pre-existing mechanical failure or malfunction. According to the FAA publication Airplane Flying Handbook, section on accelerated stalls and cross control stalls, ...Stalls which result from abrupt maneuvers tend to be more rapid, or severe, than the unaccelerated stalls, and because they occur at higher-than-normal airspeeds, they may be unexpected by an inexperienced pilot. Failure to take immediate steps toward recovery when an accelerated stall occurs may result in a complete loss of flight control, notably, power-on spins... a cross control stall...is most apt to occur during a poorly planned and executed base-to-final approach turn...the airplane often stalls with little warning. The nose may pitch down, the inside wing may suddenly drop and the airplane may continue to roll to an inverted position...It is imperative that this type of stall not occur during an actual approach to a landing since recovery may be impossible prior to ground contact due to the low altitude...."

History of flight

On July 10, 2001, at 1258 eastern daylight time, a Grumman American AA-1C, N9616U, was destroyed when it struck the ground, while on approach to the South Jersey Regional Airport (VAY), Medford, New Jersey. The certificated private pilot and the passenger were fatally injured. Visual meteorological conditions prevailed for the personal flight. No flight plan had been filed for the flight that was conducted under 14 CFR Part 91.

The flight originated from Northeast Philadelphia Airport (PNE), Philadelphia, Pennsylvania. The pilot had rented the airplane from an operator on the airport, and departed at 1245.

A witness in another airplane, who observed the accident from the air, reported that the winds were from 260 degrees at 6 knots. He further stated:

"...As I reached the South Jersey Airport, I was approximately 3 miles to the north side of runway 26 heading upwind at 1,500 feet preparing to enter a right downwind for runway 26. While looking for traffic in the pattern and general area, I observed two planes. The first was a Cessna already on a right downwind for runway 26 at approx 900 feet, 1/2 mile to the side of the runway. The second was a Grumman passing from my right to left off the departure end of runway 26 at approximately 1,800 feet.

I was on the radio frequency of 122.8 (Unicom) when the Cessna announced they were downwind for 26, South Jersey. At the time, I started a left turn toward runway 26 to enter a right downwind for runway 26 and started my descent to 900 feet.

As I was approaching downwind at midpoint, I saw the Grumman in a right descending turn, heading back toward the South Jersey Airport. I, at this time announced 'Cherokee entering right downwind runway 26, South Jersey.' Almost immediately after that, I heard the Grumman announce, 'Camouflage Grumman entering right base runway 26 South Jersey". That statement is what brought my attention to the Grumman since I saw no other plane in the pattern and he was actually in the position of a right base for runway 8. Now, slightly lower than myself at approx. 800 feet. I watched the Grumman out of window as he continued to cross the end of runway 26. At that time, I turned downwind to runway 26 at 900 feet, approx. 1/2 mile to the side of the runway. Again, I announced 'Cherokee on right downwind runway 26 South Jersey'. Still paying attention out of my right window to the Grumman, which was now also on a right downwind, still descending and overtaking me between the runway and myself. He disappeared under my right wing. At that time, I announced, 'Cherokee turning left 360 to give way to the Camouflage Grumman on right downwind". He acknowledged 'Roger That.'

As I completed my turn, the Grumman was now well in front of me and at an altitude of approx. 300 feet. He appeared to be just outside the tree line that borders the runway, (approx. 100 yards.) As I watched him, I was anticipating that he was going to initiate a climb since he was in no position to execute a right turn to the runway. Then he announced 'Grumman turning right base'. Personally, I was in disbelief he was going to attempt to land on runway 26.

I saw him enter a steep turn to the right and immediately enter a spin. I counted what I thought was two and one half revolutions to the right before impact."

The pilot reported that he initiated a go-around, and made radio calls, first on UNICOM frequency, and then to Philadelphia approach control about the accident, after which, he landed.

In a follow-up telephone interview, the witness reported that the airplane's angle of bank was steep, in excess of 60 degrees or greater, as it turned onto base leg, and the movement of the tail up was abrupt.

Another witness was preparing a helicopter for departure from the airport. He reported that he first saw the airplane on what he described as a low, close in downwind, about 400 to 500 feet high, and about 1/4 mile laterally from the runway, in a shallow descent, moving fast. He did not hear the engine and did not observe the crash. However, after hearing the radio call about the crash, he departed and landed near the accident site in his helicopter. He reported that he could smell fuel at the accident site. He also reported that the winds were straight down the runway, about 10 knots and steady.

The accident occurred during the hours of daylight, in the vicinity of 39 degrees, 56.91 minutes north latitude, 74 degrees, 49.95 degrees west longitude.

Personnel information

The pilot held a private pilot certificate, which he received on October 26, 1990. At that time, his logbook showed his total flight experience was 141.8 hours, with 36.3 hours as pilot-in-command.

The pilot's logbook contained entries through June 11, 2001. According to records from the operator where the airplane was rented, that date was the pilot's last flight prior to the accident flight. According to the pilot's logbook, he had a total flight experience of 318.9 hours with 202.2 hours as pilot-in-command, and 13.8 hours in make and model. His logbook also noted 3.9 hours of flight experience in the preceding 90 days, none in make and model. In addition, he had logged 5 takeoffs and landings in category and class in the preceding 90 days.

The pilot logged 14.2 hours in the preceding 12 months. The pilot's last flight review was on February 27, 2000.

The pilot's most recent FAA third class medical certificated was dated November 14, 2000.

Aircraft information

The airplane had side-by-side seating with functioning dual flight controls available to the occupants of both seats. The power controls were located on the lower center instrument panel. The fuel selector was on the floor, forward and between the two seats.

Airport information

South Jersey Regional Airport had a single asphalt runway, which was 3,911 feet long and 50 feet wide.

Wreckage and impact information

The airplane was examined at the accident site on July 10 and 11, 2000. The airplane came to rest in a soybean field, in a nose-down attitude of about 60 degrees, with the leading edges of both wings crushed rearward. There was a vertical compression wrinkle on the left side of the fuselage, abeam the trailing edge of the wings.

Emergency personnel reported a smell of fuel at the accident site, and fuel had also been reported leaking from the airplane after the accident.

The airplane was moved from the accident site to a hangar at the airport for further examination.

The wing flap jackscrew was in a position that corresponded to full flap extension, and both wing flaps were in the fully-extended position.

There was no fuel in the right wing fuel tank; however, fuel was found in the line from the right tank to the fuel selector. Fuel was also found in the left wing fuel tank. The fuel selector was in the off position.

The fiberglass wing tip on the left wing was bent downward. There was dirt in the metal glare shield located above the top of the left wing navigation light. A compression ridge was on the underside of the left wing, and was more pronounced closer to the wing tip. The fiberglass wing tip on the right wing was bent up. The glare shield on the navigation light contained a compression wrinkle on the topside. There were no compression wrinkles on the underside of the right wing.

Both blades of the propeller were bent rearward. On the leading edge of one blade was an indentation, which measured about 1/2 inch deep and 2 inches wide, located 2 inches from the tip. The paint on the front of the both propeller blades was worn off, and chordwise scratches were found where the paint was missing.

The engine was rotated through the vacuum pump drive. Camshaft, crankshaft, and valve train continuity was confirmed, and thumb compression was attained on all four cylinders. The engine oil screen was removed for inspection, and was abs