NTSB Identification: ERA12FA491
14 CFR Part 91: General Aviation
Accident occurred Wednesday, August 01, 2012 in St. Petersburg, FL
Probable Cause Approval Date: 01/13/2014
Aircraft: SILVAIRE LUSCOMBE 8A, registration: N2761K
Injuries: 1 Fatal, 1 Serious.
NTSB investigators either traveled in support of this investigation or conducted a significant amount of investigative work without any travel, and used data obtained from various sources to prepare this aircraft accident report.
The sport pilot had recently purchased the accident airplane and was working with a flight instructor for familiarization because he had not flown during the past 30 years. The flight instructor stated that he and the pilot had flown seven or eight flights together before the accident flight and that the pilot had previously flown about 5 hours with another flight instructor. During the accident flight, the pilots took off from a runway intersection. The flight instructor stated that the engine seemed to be producing full power until the airplane reached an altitude of about 100 feet above the ground. At that point, the flight instructor noted an audible loss of rpm that was confirmed by the tachometer. The airplane began to descend, the pilot applied carburetor heat, and the flight instructor assumed control of the airplane. With insufficient runway remaining on which to land and obstacles at the end of the runway that made a straight-ahead off-airport landing hazardous, the flight instructor attempted to maneuver toward the ramp area adjacent to the runway. The airplane subsequently stalled, impacted the runway in a nose-down attitude, and came to rest inverted.
Postaccident examination of the airplane revealed no evidence of any preimpact mechanical failures or anomalies that would have precluded normal operation. The flight instructor stated that the takeoff was initiated with the carburetor heat off, despite a placard in the airplane requiring the use of carburetor heat during takeoff and landing. Although the weather conditions at the time of takeoff were conducive to the formation of carburetor ice at glide and cruise power at the time of the accident, it was not possible to determine whether carburetor ice was a factor in the accident. Weight and balance calculations revealed that the airplane was loaded about 68 pounds over its maximum allowable gross weight, and calculated density altitude at the airport about the time of the accident was more than 2,000 feet. Despite these factors, both of which would have adversely affected both the distance required for takeoff and the airplane’s rate of climb once airborne, the pilots elected to conduct an intersection takeoff, which reduced the available runway takeoff distance by nearly 20% and also reduced the diversionary options available in the event of a loss of engine power.
The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
The flight instructor’s and the pilot’s failure to maintain airspeed after a partial loss of engine power after takeoff for reasons that could not be determined during postaccident examination, which resulted in an aerodynamic stall and loss of airplane control. Contributing to the accident were the pilots’ decisions to operate the airplane above its maximum allowable gross weight and to perform an intersection takeoff.
HISTORY OF FLIGHT
On August 1, 2012, approximately 1400 eastern daylight time, a Luscombe 8A, N2761K, was substantially damaged when it impacted the ground when control was lost during takeoff from Albert Whitted Airport (SPG), St. Petersburg, Florida. The private pilot/owner was fatally injured, and the flight instructor sustained serious injuries. Visual meteorological conditions prevailed, and no flight plan was filed for the flight, which was originating at the time of the accident. The instructional flight was conducted under the provisions of Title 14 Code of Federal Regulations Part 91.
The flight instructor was interviewed following the accident, and also provided a written statement recounting the events of the accident flight. He stated that a preflight inspection of the airplane revealed no anomalies, and the engine start and pre-takeoff checks were performed with no discrepancies noted. The fuel tank was filled to capacity, containing 14 gallons of fuel. The flight was cleared for takeoff from runway 25 at the intersection with taxiway B, with the owner conducting the takeoff. The flight instructor reported that the carburetor heat control was in the off position for “maximum takeoff power,” and that the engine was producing full power during the takeoff roll until it reached an altitude around 100 feet above ground level. Shortly thereafter, the flight instructor noted an audible loss of power that was confirmed by the tachometer, which varied from 1,800 to 2,100 rpm. He stated that the engine seemed to “roll back,” and did not sputter or run rough. The airplane began to descend, the pilot/owner applied carburetor heat, and the flight instructor assumed control of the airplane. With insufficient runway remaining on which to land, and the presence of obstacles at the end of the runway straight ahead, the flight instructor attempted to maneuver the airplane towards the ramp to the south of the runway. The airplane subsequently impacted the runway in a nose-down attitude, and came to rest inverted. The flight instructor stated that he attempted to turn the fuel selector valve to the off position prior to egressing the airplane, but could not remember if he had successfully done so. The flight instructor then egressed, and assisted in extricating the pilot/owner from the wreckage.
Four witnesses observed the airplane as it was taking off. They all recounted that the airplane reached an altitude between 20-40 feet, before the engine began to “sputter” and “miss.” One witness described the airplane rocking from side to side, at a slow airspeed, prior to making a “sharp” left turn, descending nose-first, and impacting the runway.
PERSONNEL INFORMATION
The pilot/owner held a private pilot certificate with ratings for airplane single-engine land and instrument airplane. The pilot’s logbooks were not recovered, and no determination of the pilot’s total or recent flight experience could be made. His most recent Federal Aviation Administration (FAA) third-class medical certificate was issued in June, 1978.
The flight instructor held a commercial pilot certificate with ratings for airplane single- and multiengine land and sea, and instrument airplane; and a flight instructor certificate with ratings for airplane single- and multiengine, and instrument airplane. His most recent FAA second-class medical certificate was issued in December, 2011. Review of the flight instructor’s logbooks indicated that he had accumulated approximately 940 hours of flight time at that date.
The flight instructor stated that prior to purchasing the accident airplane, the pilot had not flown in over 30 years, and was in need of a flight review to obtain currency. He had completed “seven or eight” flights with the pilot in the weeks leading up to the accident. Prior to that, the pilot had flown around 5 hours with another flight instructor at SPG.
AIRPLANE INFORMATION
According to FAA airworthiness records, the airplane was manufactured in 1947, and registered to the owner in April 2012. The airplane was powered by a Continental A-65-8, 65-hp, reciprocating engine. Review of the airplane’s maintenance logs revealed that its most recent annual inspection was completed on February 13, 2012, at a total time in service of 1135.6 hours. At the time of the accident, the airplane had accumulated approximately 19 hours since the most recent inspection.
Although the airplane held a standard airworthiness certificate, it met the definition of a Light Sport Aircraft as contained in Title 14 Code of Federal Regulations Part 1.1, making it eligible for operation by a pilot holding a valid drivers’ license in lieu of an FAA-issued medical certificate.
According to weight and balance information contained in the airplane’s maintenance logs, the airplane had an empty weight of 838 lbs, and a maximum allowable gross weight of 1,260 lbs. The autopsy report indicated that the pilot/owner’s weight was 203 lbs. The weight of the flight instructor as reported on his most recent FAA medical certificate was also 203 lbs. The calculated total fuel weight was approximately 84 lbs at capacity, resulting in an estimated gross weight of 1,328 lbs at the time of the accident.
METEOROLOGICAL INFORMATION
The 1400 weather observation at SPG included winds from 260 degrees at 8 knots, 10 statute miles visibility, few clouds at 3,000 feet, temperature 30 degrees Celsius (C) dew point 25 degrees C, and an altimeter setting of 29.98 inches of mercury.
The icing probability chart indicates there was potential for carburetor icing at glide and cruise power at the time of the accident.
AIRPORT INFORMATION
Albert Whitted Airport was a tower-controlled, public-use airport equipped with two runways oriented in a 07/25 and 18/36 configuration. According to FAA records, runway 7/25 measured 3,677 feet in length and 75 feet in width. From the intersection with taxiway B, the point at which the flight instructor stated the takeoff was initiated, approximately 3,000 feet of runway takeoff distance available remained from runway 25. Obstructions included a 12-foot blast fence at the runway end, a street 5 feet from the runway end, and a 24-foot building 100 feet from the runway end.
WRECKAGE AND IMPACT INFORMATION
The airplane came to rest inverted approximately 100 feet from the blast fence at the departure end of runway 25. The initial impact point was identified by a ground scar approximately one and a half feet in length, located in the grass about one foot from the right edge of the runway. About 16 feet past the ground scar, on a heading of approximately 187 degrees magnetic, a small crater was observed in the runway surface. Two abrasions, dimensionally consistent with the diameter and chord of the propeller, extended out from the crater. The airplane came to rest about 20 feet past the crater. The engine was displaced aft into the firewall and the cockpit area exhibited significant crush damage. Fuel staining was observed on the runway surrounding the airplane.
The propeller remained attached to the engine, and exhibited scratching and gouging along its leading edge. One blade exhibited slight s-bending approximately four inches from its tip. The engine spark plugs were removed and exhibited normal wear. The crankshaft was rotated by hand, and powertrain continuity was confirmed from the propeller to the rear accessory gears and to the valve train. The carburetor remained attached to the engine, but was impact damaged and void of fuel. The carburetor float bowl was absent of fuel, water, and debris. The float was undamaged, and the fuel intake screen was clear.
Flight control continuity was established from all flight controls to the cockpit area. The instrument panel, engine controls, and flight controls exhibited significant impact damage. The fuel selector valve was found in the off position, and continuity of the fuel system was confirmed from the fuselage tank to the fuel selector valve. No fuel remained in the tank. The carburetor heat control was found extended aft approximately 1 inch. The mixture control was in the full rich position, and the throttle control was in the full power position.
MEDICAL AND PATHOLOGICAL INFORMATION
An autopsy was performed on the pilot by the Medical Examiner District Six, Largo, Florida. According to the autopsy report, the cause of death was “blunt trauma.”
Toxicological testing was performed on the pilot/owner by the FAA Bioaeronautical Science Research Laboratory, Oklahoma City, Oklahoma. Review of the toxicological report revealed that Carvedilol was detected in the liver and blood, Citalopram was detected in the liver and blood, N-Desmethylcitalopram was detected in the liver and blood, and Tamsulosin was detected in the urine and blood.
ADDITIONAL INFORMATION
Given the atmospheric conditions, the calculated density altitude at the time of the accident was approximately 2,070 feet. According to the airplane’s Owner’s Handbook of Operation, “Due to reduced air density at higher altitudes wing lift and engine power are reduced with resulting performance reduction. Take-off and landing distances are increased and the rate of climb reduced.”
Airworthiness Maintenance Bulletin No. 40, issued by the Civil Aeronautics Administration in February 1941, addressed the issue of engine failures on takeoff in Luscombe 8A airplanes. It stated:
“The cause of these failures is believed to be attributable to insufficient fuel pressure resulting from the backward surge in the fuel lines due to the forward acceleration of the airplane on takeoff. Tests have shown that the cutting-out tendency of the engine on takeoff can be eliminated by installing a revised fuel tank cap and following certain precautions during the takeoff operation.”
As a result of this maintenance bulletin, the airplane was required to be equipped with a placard reading, “Full carburetor air heat required for takeoff and landing.” This placard was installed on the accident airplane and found during postaccident examination to be in good condition. The TCDS also stated:
“The reason for this placard is that, during takeoff acceleration and initial high-angle-of-attack climb, the fuel flow may not be adequate for proper operation. Application of full carburetor heat in this case helps overcome the possible deficiency of fuel flow during takeoff. Carburetor ice is not a basic consideration in requiring this placard.”
According to the Luscombe Endowment, which maintains a technical resource library and provides support to Luscombe owners and operators, the use of carburetor heat on takeoff and landing is required in 8A airplanes equipped with 65 or 75-hp engines and a single fuselage fuel tank. It states that, in low fuel conditions, (one-half tank or less), and on a cool day, it is possible to achieve an angle of climb wherein the engine fuel inlet is higher than the fuel tank outlet, resulting in a disruption of fuel flow to the engine. The use of carburetor heat effectively reduced the power output of the engine, thus prohibiting the airplane from achieving such an angle of climb.
NTSB Identification: ERA12FA491
14 CFR Part 91: General Aviation
Accident occurred Wednesday, August 01, 2012 in St. Petersburg, FL
Aircraft: SILVAIRE LUSCOMBE 8A, registration: N2761K
Injuries: 1 Fatal,1 Serious.
This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed. NTSB investigators either traveled in support of this investigation or conducted a significant amount of investigative work without any travel, and used data obtained from various sources to prepare this aircraft accident report.
On August 1, 2012, approximately 1400 eastern daylight time, a Luscombe 8A, N2761K, was substantially damaged when it impacted the runway during takeoff from Albert Whitted Airport (SPG), St. Petersburg, Florida. The certificated private pilot/owner was fatally injured, and the certificated flight instructor sustained serious injuries. Visual meteorological conditions prevailed, and no flight plan was filed for the flight, which was originating at the time of the accident. The instructional flight was conducted under the provisions of Title 14 Code of Federal Regulations Part 91.
Several witnesses observed the airplane initiate a takeoff from runway 25. Two witnesses stated that the airplane lifted off the runway and climbed to approximately 20 feet above the ground. The engine began to “sputter,” and the airplane landed on the runway before initiating a second takeoff. They reported that during the second takeoff, the airplane reached an altitude of approximately 50 feet, and that the engine continued to sputter. One witness described the airplane rocking from side to side, at a slow airspeed, prior to descending nose-first and impacting the runway.
The airplane came to rest inverted approximately 100 feet from the blast fence at the departure end of runway 25. The initial impact point was identified by a ground scar approximately one and a half feet in length, located in the grass about one foot from the right edge of the runway. About 16 feet past the ground scar, on a heading of approximately 187 degrees, a small crater was observed in the runway surface. Two abrasions, dimensionally consistent with the diameter and chord of the propeller, extended out from the crater. The airplane came to rest about 20 feet past the crater. The engine was displaced aft into the firewall and the cockpit area exhibited significant crush damage.
Examination of the airplane showed that flight control continuity was established from all flight controls to the cockpit area. The propeller remained attached to the engine, and exhibited scratching and gouging along its leading edge. One blade exhibited slight s-bending approximately four inches from its tip. The engine spark plugs were removed and exhibited normal wear. The crankshaft was rotated by hand, and continuity was confirmed from the propeller to the rear accessory gears and to the valve train. The carburetor remained attached to the engine, but was impact damaged. The carburetor float bowl was absent of fuel, water, and debris. The float was undamaged, and the fuel intake screen was clear.
IDENTIFICATION
Regis#: 2761K Make/Model: L8 Description: 8 SILVAIRE
Date: 08/01/2012 Time: 1752
Event Type: Accident Highest Injury: Fatal Mid Air: N Missing: N
Damage: Destroyed
LOCATION
City: SAINT PETERSBURG State: FL Country: US
DESCRIPTION
AIRCRAFT CRASHED ON TAKEOFF, THERE WERE 2 PERSONS ON BOARD, 1 WAS FATALLY
INJURED, 1 SUSTAINED MINOR INJURIES, SAINT PETERSBURG, FL
INJURY DATA Total Fatal: 1
# Crew: 2 Fat: 1 Ser: 0 Min: 1 Unk:
# Pass: 0 Fat: 0 Ser: 0 Min: 0 Unk:
# Grnd: Fat: 0 Ser: 0 Min: 0 Unk:
OTHER DATA
Activity: Unknown Phase: Take-off Operation: OTHER
FAA FSDO: TAMPA, FL (SO35) Entry date: 08/02/2012
Read more here: http://www.andersonmcqueen.com/obituaries/Jamesjim-Finnegan/
Plane crash survivor in fair condition at Bayfront Medical Center
ST. PETERSBURG — The flight instructor who survived a nosedive crash at Albert Whitted Airport spoke out for the first time Thursday, thanking first responders and offering condolences for the family of a friend who died in the accident.
"Jim Finnegan's friendship and spirit have made an everlasting impact on my life," said Patrick Murphy, 37, "Jim and C.J. (his wife) and the Finnegan family are held strongly in my heart as they cope with this tragedy."
Murphy, 37, of St. Petersburg, was in fair condition at Bayfront Medical Center, said hospital spokeswoman Emily Nipps.
A National Transportation Safety Board investigator who surveyed the wreckage at the airport on Thursday said it is too early to determine the cause of the crash but that a preliminary report will be issued within 10 days.
James Allen Finnegan, 79, died while piloting the 1947 Luscombe model 8A when the two-seat aircraft crashed at 1:52 p.m., police said. Finnegan owned the plane but had not flown in several years.
He was taking a refresher training course from Murphy, a certified flight instructor. They were practicing take-offs and landings, Weiss said.
The plane touched down once before taking off and ascending as high as 100 feet in the air, witnesses said. The tail of the plane wiggled a bit and then the craft nose-dived into the runway.
Murphy jumped out of the plane after the crash and tried to pull Finnegan out, witnesses said.
Finnegan was unconscious and bleeding as restaurant worker and two airport mechanics came to his aid.
"I would like to thank the emergency services personnel and the pilot community at Whitted Airport for their heroic and rapid response," Murphy said.
http://www.tampabay.com
A crew from the St. Petersburg Fire Dept. remove a plane that crashed Wednesday at Albert Whitted Airport in St. Petersburg, killing one and injuring another.
ST. PETERSBURG --
A plane that crashed at St. Petersburg’s Albert Whitted
Airport was turned right side up and removed from the runway this
morning.
The plane nosed dived Wednesday afternoon just after take-off.
Police say 79-year-old James Finnegan was taking a refresher course when something went wrong.
Witnesses say as he started to take off, the engine sputtered and plummeted from the sky.
Finnegan's neighbors described him as a friendly, active person and said they're in shock.
"It's unbelievable,” said Ed Alex, a neighbor. "I can't even get over it because he's just a nice guy and I never would have thought something like this would happen. It's shocking."
The flight instructor, 37-year-old James Murphy, was taken to the hospital but is expected to be okay.
The plane nosed dived Wednesday afternoon just after take-off.
Police say 79-year-old James Finnegan was taking a refresher course when something went wrong.
Witnesses say as he started to take off, the engine sputtered and plummeted from the sky.
Finnegan's neighbors described him as a friendly, active person and said they're in shock.
"It's unbelievable,” said Ed Alex, a neighbor. "I can't even get over it because he's just a nice guy and I never would have thought something like this would happen. It's shocking."
The flight instructor, 37-year-old James Murphy, was taken to the hospital but is expected to be okay.
Watch video of aircraft removal from runway: http://www.baynews9.com
St. Petersburg, Florida — Emergency crews rushed to St. Pete’s Albert Whitted Airport about 2 o’clock on Wednesday after a small plane crashed upon take off.
Witnesses say the single-engine plane sounded like it was in trouble. It stalled and then plowed nose first into the runway.
Photo Gallery: Small plane crash at Albert Whitted Airport
“The plane was about 100 feet into the air, they [the witnesses] heard some engine sputtering and it just nose-dived right on the engine-impacted right into the runway,” said Lt. Joel Granata, of St. Petersburg Fire Rescue.
The pilot and owner of the plane, 79-year-old James Finnegan, of St. Petersburg, died in the crash. According to police, Finnegan had some flight experience in his past and was taking a refresher course from instructor 37-year-old James Murphy.
Although injured himself, Murphy was able to drag Finnegan from the wreckage and he was already performing CPR on the pilot when rescue crews arrived. Murphy was taken to Bayfront Medical Center in stable condition.
Several pilots at the airport declined to talk on camera. They were clearly upset by the crash.
And people at a nearby restaurant on the USF campus said they could hear that something went terribly wrong.
“We heard a loud crash,” said Will Roberts. “It was like a loud boom and then all of a sudden we heard all the sirens.”
FAA investigators are on scene and on Thursday morning, they plan to continue their examination of the wreckage on the runway.
A 79-year-old pilot who was taking some refresher flying training died today as he crashed while trying to take off in his single-engine plane, St. Petersburg police said. The crash left his instructor hospitalized
James Finnegan, 79, 219 Rialto Way N.E., St. Petersburg, was killed in the crash. Finnegan owned the plane and was the pilot at the time of the crash, police said.
Finnegan had previous flight experience, but he had not flown for several years and was taking refresher training from his passenger, James Murphy, at the time of the crash, police said.
Murphy, 37, 10800 Brighton Bay Blvd., No. 1708, St. Petersburg, is hospitalized.
Rescue crews had to remove the men from the wreckage, and they were taken to Bayfront Medical Center.
The two-seat plane went down just before 2 p.m. as it was taking off, said St. Petersburg Police spokesman Mike Puetz said. The plane got about 50 to 100 feet off the ground when the engine sputtered and the aircraft nosedived to the ground, he said.
The plane is a Luscombe, Model 8A, that was built in 1947.
FAA investigators are at the scene and will continue their work in the morning.
ST. PETERSBURG, Fla. - A small plane crashed at Albert Whitted Airport on Wednesday afternoon, leaving its pilot dead and a passenger injured.
Based on preliminary information, investigators believe the two-seater airplane was being piloted by owner James Allen Finnegan.
Police say Finnegan had previous flight experience, but had not piloted a plane for number of years and was taking refresher training instruction from passenger James Patrick Murphy at the time of the crash.
According to officers on the scene, the single-engine aircraft was taking off westbound. According to a witness, as the plane began to ascend at a height of 50 to 100 feet, the engine began to sputter and the plane nose-dived into the runway.
Murphy's injuries are not life threatening and he is speaking with investigators.
FAA investigators have arrived at the crash site and requested that the scene be held overnight for further examination in the morning.
ST. PETERSBURG — A single-engine plane crashed just after takeoff Wednesday at Albert Whitted Airport.
A witness said the plane made sputtering noises immediately after becoming airborne, then did a nosedive and crashed into the runway, said police spokesman Mike Puetz.
There were two men in the plane and both were taken to Bayfront Medical Center. One of them was pronounced dead at the hospital; the other is in critical but stable condition, Puetz said.
Melissa Voulineaw, general manager at the Hangar restaurant, saw the crash.
She said the plane took off, then touched down one time, and continued to fly. She doesn't know if it stalled or just lost power because it crashed into the runway face down, pushing the nose into the cockpit area.
She said the plane was still spinning when it hit the ground.
The passenger got out of the plane and immediately started trying to pull the pilot out, she said.
Voulineaw and two other restaurant employees ran over to help pull the pilot out.
She said he was unresponsive and bleeding.
Jeff Ploch, 63, a St. Petersburg pilot eating at the restaurant, theorized that the plane may have stalled or experienced some sort of a mechanical problem.
The Federal Aviation Authority has been notified and is sending investigators to the airport at 107 Eighth Ave. SE in downtown St. Petersburg.
