Freeport, FL, USA
N90914
Bellanca Aircraft Corporation 7ECA
Shortly after takeoff, the airplane was observed in a nose-up climbing attitude followed by a slight left turn. A witness reported she did not hear any unusual loud noises from the engine. During the turn, the airplane stalled and impacted into an open field .2 nautical mile west-southwest from the departure end of runway 31. Examination of the flight controls and engine revealed no evidence of preimpact failure or malfunction.
HISTORY OF FLIGHT On August 20, 2005, about 1648 central daylight time, a Bellanca 7ECA, N90914, registered to a private individual, experienced an in-flight loss of control and crashed shortly after takeoff from a private airstrip named Dugger Field Airport, Freeport, Florida. Visual meteorological conditions prevailed at the time and no flight plan was filed for the 14 CFR Part 91 personal, local, flight from the private airstrip. The airplane was substantially damaged and the private-rated pilot and one passenger were fatally injured. The flight was originating at the time of the occurrence. According to the pilot's wife (a rated pilot), who was at the airstrip at the time of the accident, she saw the airplane become airborne at approximately the 3,000 foot remaining marker, and the climb-out initially appeared normal. Trees obscured her view of a turn to the west; however, she observed the airplane heading westbound in a nose-up climbing attitude. She then observed a shallow turn towards the south, followed by a "steep nose down descent. At this point visual contact was lost below the tree line." She further reported she did not see any smoke trailing the airplane, nor did she hear any "unusual loud noises. However, it appeared the airplane was performing sluggishly as it climbed toward the west. As the airplane began turning south she saw a nose down attitude and realized something was wrong." She called 911 and drove to the crash site with the wife of the passenger who was also at the airstrip. After arriving at the crash site they observed the inverted airplane. PERSONNEL INFORMATION The pilot was the holder of a private pilot certificate with airplane single engine land rating; the certificate was last issued on December 19, 1972. A third class medical certificate with a limitation to wear correcting lenses was issued on January 27, 2004. According to the application for the medical certificate, he listed a total flight time of 3,550 hours. According to FAA records, the rear seat occupant did not hold any FAA issued pilot certificates. AIRCRAFT INFORMATION The airplane was manufactured in 1973 by Bellanca Aircraft Corporation, as model 7ECA, and was designated serial number 901-73. It was certificated in the normal and acrobatic category, and was equipped with a 115 horsepower Lycoming O-235-C1 engine, and a McCauley 1C90/CLM7250 fixed pitch propeller. A review of the maintenance records revealed the airplane was last inspected in accordance with an annual inspection on October 22, 2004. At the time of the accident, the airplane had accumulated 26.59 hours since inspection, and 1,500.59 hours since manufacture. A friend of the pilot reported that the propeller "kissed" the dirt during a flight in March 2005; the propeller never stopped rotating. The damaged propeller was removed, taken to a repair station in Mariana, Florida, straightened and changed from a climb to the cruise propeller. There was no entry in the maintenance records reflecting removal and re-installation of the propeller after repair. Additionally, there was no record in the engine logbook that the engine was disassembled and inspected in accordance with Lycoming Service Bulletin (SB) No. 533A; compliance is not mandated by FAA. METEOROLOGICAL INFORMATION A surface observation weather report taken at Eglin Air Force Base, Valparaiso, Florida, on the day of the accident at 1655, or approximately 7 minutes after the accident, indicates the wind was variable at 2 knots, the visibility was 7 statute miles, few clouds existed at 15,000 feet, broken clouds existed at 30,000 feet, the temperature and dew point were 31 and 25 degrees Celsius respectively, and the altimeter setting was 30.04 inHg. COMMUNICATIONS According to FAA personnel, the pilot did contact Eglin Approach Control by telephone before the flight and advised the facility that he would be departing Dugger Field Airport, and would establish radio contact with that facility as soon as he departed. The pilot did not establish radio contact with the facility and the flight was not radar identified. AIRPORT INFORMATION The private-use airport is equipped with 2 grass runways designated 13/31 and 08/26. Runway 13/31 is listed as being 4,000 feet in length and 40 feet in width. The runway is also equipped with runway remaining markers. WRECKAGE AND IMPACT INFORMATION The airplane crashed in an open field located at 30 degrees 30.219 minutes North latitude and 086 degrees 06.187 minutes West longitude, or approximately 252 degrees and .20 nautical mile from the departure end of runway 31. The airplane came to rest inverted on a magnetic heading of 004 degrees. A ground scar oriented on a magnetic heading of 182 degrees was noted forward of where the airplane came to rest. Examination of the airplane revealed all components remained attached or in close proximity to the main wreckage. Flight control continuity was confirmed for pitch, and yaw. A turnbuckle for the right aileron was cut during victim recovery, and an aileron bellcrank at the rear control stick was found fractured. No evidence of preimpact failure or malfunction was noted for the aileron flight control system. Approximately 12 and 4.5 gallons of green colored fuel were drained from the left and right fuel tanks, respectively. No obstructions were noted in the fuel supply system from either fuel tank to the engine compartment. No obstructions were noted for the left or right fuel tank vents. Examination of the cockpit revealed the primer was in-and-locked, the fuel selector was in the "on" position, and the mixture was in the full rich position. The tachometer indicated 2,375 rpm, at a recording time of 1,500.59. Examination of the engine revealed crankshaft, camshaft, and valve train continuity. Suction and compression was noted in all cylinders during hand rotation of the crankshaft, Examination of the impact damaged carburetor revealed the mixture control was in the full rich position, and the spring loaded throttle valve was in the open position. The position of the carburetor heat valve could not be determined. Partial disassembly of the carburetor revealed a slight amount of water and residual fuel was noted in the carburetor bowl. The metal float inside the carburetor was crushed/collapsed, and the needle valve and seat appeared to be in good condition. The inlet screen, internal passages, and main fuel nozzle of the carburetor were free of obstructions. Each magneto was rotated by hand and spark was noted at all ignition towers. Impact damage to the ignition harness precluded testing. Examination of the spark plugs revealed the color was dark gray, and the No. 4 bottom had lead deposits. The electrode wear on all was consistent with normal wear, and the gap was also consistent with a normal gap. Examination of the propeller revealed one blade exhibited torsional aft bending, with chordwise scratches on the both sides of the blade. The other blade was bent aft, and also had chordwise scratches on both sides of the blade. MEDICAL AND PATHOLOGICAL INFORMATION Postmortem examinations of the pilot and passenger were performed by the District I Medical Examiner's Office. The cause of death for both was listed as multiple blunt force injury. The FAA Toxicology and Accident Research Laboratory (CAMI), located in Oklahoma City, Oklahoma, performed toxicological analysis of specimens of the pilot. The results of analysis of specimens by CAMI was negative for carbon monoxide, cyanide, and volatiles. Omeprazole (unquantified amount) was detected in the blood specimen, and acetaminophen (21.61 ug/ml) and salicylate (78.04 ug/ml) were both detected in the urine specimen. Toxicological testing of specimens of the passenger was performed by the University of Florida Diagnostic Reference Laboratories, located in Gainesville, Florida. The result was negative for volatiles and the comprehensive drug screen. TESTS AND RESEARCH A friend of the pilot who flew with him in the accident airplane reported that the pilot taught him that after takeoff, accelerate to 85 knots, and when at the end of the runway while flying at 300-400 feet, start to turn and reduce power to 2,300 rpm. As previously reported in the "Wreckage and Impact" section of this report, the tachometer was found indicating 2,375 rpm. ADDITIONAL INFORMATION The NTSB did not retain any components. The airplane was released to Phillip A. Glenn (friend of the owner), on August 23, 2005.
The failure of the pilot to maintain airspeed resulting in inadvertent stall, uncontrolled descent, and in-flight collision with terrain.
Source: NTSB Aviation Accident Database
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