NYC07FA173

The non-instrument rated pilot had accumulated 99 total hours of flight experience, with 50 of those hours having been logged 13 years prior to the accident. The pilot logged 3.2 total hours of flight experience at night, and his private pilot certificate was issued with a limitation prohibiting night flight. The accident flight was a 528 nautical mile cross-country trip, which began about 2000. The pilot departed from his first and second intended fuel stops at 2340 and 0300, respectively. An airmen's meteorological information (AIRMET) issued at 2245 warned of instrument meteorological conditions (IMC) and mountain obscuration along the latter segment of the intended route of flight. IMC was consistently reported at the planned final destination from the time of the initial departure until the accident. Witnesses reported that mist, rain, and darkness prevailed at the accident site at the time of the accident. Review of information extracted from a handheld global positioning system unit recovered from the wreckage revealed that the pilot entered a left 360-degree turn, followed by a descending right 360-degree turn, which continued until the airplane impacted terrain. The final flight path was consistent with an entry into IMC, and the subsequent loss of control due to spatial disorientation.

History of flight

On July 24, 2007, at 0407 eastern daylight time, a Cessna 150L, N10958, was substantially damaged when it impacted terrain near Hammondsport, New York. The certificated private pilot/owner was fatally injured. Instrument meteorological conditions prevailed, and no flight plan was filed for the flight, which departed Chautauqua County/Jamestown Airport (JHW), Jamestown, New York, about 0300, destined for Ithaca Tompkins Regional Airport (ITH), Ithaca, New York. The personal flight was conducted under 14 Code of Federal Regulations Part 91.

According to the previous owner of the airplane, the pilot had traveled to Cadillac, Michigan, because he was interested in purchasing the airplane. Following a "pre-buy" mechanical inspection, the pilot purchased the airplane and flew to South Bend, Indiana. On July 23, 2007, he flew the airplane back to Cadillac to have the alternator repaired by a mechanic.

According to the mechanic, the pilot initially advised him that he would arrive about 1300; however, the pilot did not actually arrive until about 1600. The mechanic examined the alternator, and found that in order to repair it, he needed to obtain a part that would have to be ordered, and would take at least two days to arrive. He advised the pilot of this, the pilot replied that he did not want to wait, and the pilot had the mechanic reinstall the alternator without repairing it. Despite the efforts of the previous owner to convince the pilot to stay the night, the pilot "was intent on leaving" and there was "no changing his mind." When the mechanic asked the pilot why he was so anxious to depart, the pilot stated that there was a "mass of rain" moving into the New York area from the east and that, "If I leave now, I can beat it."

The mechanic was surprised when the accident pilot later asked both him and the previous owner of the airplane if they knew how to file a flight plan or obtain flight following services. Neither was able to assist the pilot, since they did not know how to themselves. The mechanic was further surprised that the pilot did not know how to operate the overhead interior lights in the airplane, and that he did not have a flashlight. The previous owner provided the accident pilot with a flashlight before he departed Cadillac.

About 2000, the pilot departed Cadillac, destined for his home in Ithaca, New York. An examination of an itinerary and fuel receipts found in the wreckage revealed that the pilot arrived at Metcalf Field (TDZ), Toledo, Ohio, about 2215.

A lineman, who had interacted with the pilot while he was on the ground at TDZ, provided details of the pilot's visit in a telephone interview. According to the lineman, the pilot borrowed an airport vehicle, and went into town to get some dinner. After returning to the airport, the pilot made several telephone calls, and then used a weather computer for about 5 to 10 minutes. The pilot then returned to the airplane, started it, and idled in front of the terminal for about 15 minutes before taxiing out to the runway. The lineman became concerned when the pilot did not turn on the pilot-controlled runway lighting by the time he reached the intersection of the runways, so the lineman turned the lights on for him. When asked about the appearance of the airplane, the lineman stated that it "looked like a really nice airplane," and that all of the lights were on it seemed to be in working order.

The pilot departed TDZ about 2340 for JHW, the pilot's next intended fuel stop. According to the lineman who fueled the airplane at JHW, the pilot contacted him earlier in the day, and made arrangements for him to remain at the airport after the normal closing time. The pilot told the lineman that he planned to arrive at JHW around 2100. Shortly after 2300, the pilot contacted the lineman and stated that he was leaving TDZ, and that he needed the lineman to wait for him. The lineman agreed, and after the airplane arrived about 0245, the lineman serviced the airplane with 15.1 gallons of fuel.

During the fuel stop, the lineman noted that the pilot seemed alert, and was very cordial and polite. When the pilot asked the lineman if there was a computer available to check the weather conditions, the lineman directed the pilot to it, where he remained for about 5 minutes before departing the airport. The lineman did not see or hear any mechanical problems with the airplane when it was arriving or departing, and he reported that the airplane's lights seemed to be operating normally. When asked about the weather conditions at JHW around the time that the pilot departed, the lineman stated that it was clear, and that visual meteorological conditions prevailed.

Several witnesses who lived in the vicinity of the accident site reported hearing the accident airplane about 0400. During interviews they all recounted a similar series of events. They were all asleep, and were awakened by the "loud" sound of an airplane flying over their houses. One of the witnesses reported that after he heard the airplane fly over, he heard "what sounded like the plane hitting something and a crunching noise." Several of the witnesses went outside, but did not see anything, and returned to their homes. The witnesses reported that it was very dark, and that there was a heavy mist or light rain present.

Review of air traffic control information provided by the Federal Aviation Administration (FAA) revealed that a radar target, correlated to be the accident airplane, was in the vicinity of the accident site about the time the witnesses reported hearing it fly over. At 0404, the airplane tracked generally eastbound until 0406, when it made an abrupt turn, and began tracking in a westerly direction, then in a northerly direction. The airplane was last observed at 0407. No altitude information was available for the target.

Meteorological information

An airmen's meteorological information (AIRMET) forecasting instrument metrological conditions along the route of flight between JHW and ITH was issued at 2245. It warned of ceilings below 1,000 feet, and visibilities below 3 statute miles due to clouds, precipitation, mist, and fog, with the conditions continuing beyond 0500. An AIRMET for mountain obscuration was also issued at the same time, and warned of mountains obscured by clouds, precipitation and mist, also continuing beyond 0500.

The weather conditions reported ITH, which was located approximately 33 nautical miles east of the accident site, from 1956 through 0356, included overcast or broken ceilings between 100 and 800 feet, and visibilities between 1 and 2 statute miles in light rain and mist.

The weather conditions reported at ITH, at 0414, included winds from 270 degrees true at 6 knots, 2 statute miles visibility in mist, an overcast ceiling at 100 feet, varying to 500 feet, temperature 14 degrees Celsius, dewpoint 13 degrees Celsius, and an altimeter setting of 30.09 inches of mercury.

According to the United States Naval Observatory, at the accident scene on the night of the accident flight, sunset occurred at 2038 and the end of civil twilight occurred at 2111. The moon rose at 1629 and set at 0017.

Personnel information

The pilot held an FAA private pilot certificate with a rating for airplane single engine land, which was issued on January 4, 1994. The limitations portion of the certificate stated, "night flying prohibited." The certificate was issued on the basis of, and only valid when accompanied by, an Argentinean pilot license. The pilot also held an FAA third-class medical certificate, issued in January 2006, with a limitation of "must wear corrective lenses." A review of the pilot's flight logs revealed that he had accumulated 99 total hours of flight experience, 3.2 hours of which were at night. In addition, 50 of the 99 total hours were logged prior to 1994, with the balance logged since January 2006. The pilot did not hold an instrument r