Investigation Docket - National Transportation Safety Board: https://dms.ntsb.gov/pubdms
Aviation Accident Data Summary - National Transportation Safety Board: https://app.ntsb.gov/pdf
http://registry.faa.gov/N66241
The National Transportation Safety Board traveled to the scene of this accident.
Additional Participating Entities:
Federal Aviation Administration / Flight Standards District Office; West Columbia, South Carolina
Continental Motors, Inc.; Mobile, Alabama
Textron Aviation; Wichita, Kansas
14 CFR Part 91: General Aviation
Accident occurred Thursday, August 14, 2014 in Mount Pleasant, SC
Probable Cause Approval Date: 09/22/2016
Aircraft: CESSNA 150, registration: N66241
Injuries: 2 Fatal.
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 commercial pilot indicated to the flight school that hired him that he was a flight instructor; however, he did not hold a flight instructor certificate. He had been providing flight instruction to flight school students for about 1 month at the time of the accident. On the day of the accident flight, the commercial pilot and the student pilot were flying their third instructional flight together. After completing a preflight inspection, the commercial pilot and student pilot taxied to the runway and began the takeoff roll. Witnesses reported that the airplane departed the runway about midfield and immediately looked unstable. Multiple observers stated that the airplane stalled about 100 ft above ground level and subsequently entered a nose-down dive before it impacted the ground seconds later.
Examination of the wreckage revealed a fractured flap switch return spring, which prevented the switch from returning to the OFF position. A subsequent laboratory examination confirmed electrical continuity for the flap switch contacts but could not determine when the spring fractured. Postaccident examination of the wreckage revealed that the flap actuator jackscrew was consistent with the flaps in the retracted position. No other evidence of preimpact mechanical malfunctions or failures that could have precluded normal operation was found. A witness stated that he observed the airplane begin its ground roll with the flaps fully extended. However, there were no previously reported issues with the flap system and the postaccident wreckage examination showed that the flaps were in the retracted position at impact; thus, it is possible that the flaps were extended during takeoff and were subsequently retracted before impact.
Review of the commercial pilot’s logbook showed that he had accumulated more than 350 total hours of flight experience but had not flown an airplane of similar make and model to the accident airplane in at least 7 years. His lack of experience as a flight instructor and in make and model suggests that he may not have possessed the skills to quickly recognize and remediate a stall at a low altitude. Additionally, the student pilot would not have likely been proficient in recognizing and recovering from a stall at his training level. The student pilot had not had any formal training experience before his two previous lessons with the commercial pilot. At this stage in his flight training, the student pilot would have been learning basic flying skills, which suggests that the commercial pilot was likely demonstrating the takeoff or should have been ready to retain control of the airplane if the student pilot was operating the flight controls. While the commercial pilot told the flight school owner that he was a certificated flight instructor, a check of his logbook would have revealed that he did not hold a flight instructor certificate.
Toxicological testing detected the presence of hydrocodone and its metabolites in the commercial pilot’s urine; however, it was not detected in the blood so would not have been impairing. An inactive metabolite of cyclobenzaprine was detected in his blood and urine but would not have impaired the pilot. Although the commercial pilot’s toxicology testing detected Tramadol, an opioid pain medication, in his heart blood at 20 times the normal level, such levels are indicative of chronic use. Further, the flight school owner did not observe any abnormal behaviors with the commercial pilot on the day of the accident. Thus, it is likely that the commercial pilot was not impaired from the sedating effects of the medication at the time of the accident. Tramadol, particularly at high doses, is associated with an increased risk of seizure; however, the investigation was unable to determine if the commercial pilot’s chronic pain condition or a seizure due to extremely high levels of tramadol impaired him and contributed to the accident.
The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
The commercial pilot’s exceedance of the airplane’s critical angle-of-attack during the initial climb, which resulted in an aerodynamic stall and impact with terrain. Contributing to the commercial pilot’s failure to recognize and remediate the stall were his lack of experience as a flight instructor and lack of recent experience in the accident airplane make and model.
On August 14, 2014, about 1125 eastern daylight time, a Cessna 150M, N66241, was substantially damaged when it impacted terrain during the initial climb after takeoff from Mount Pleasant Regional Airport-Faison Field (LRO), Mount Pleasant, South Carolina. The commercial pilot and student pilot were fatally injured. The airplane was registered to Hanger Aviation, Inc., and operated by a private individual. Visual meteorological conditions prevailed, and no flight plan was filed for the local instructional flight. The flight was conducted under the provisions of 14 Code of Federal Regulations Part 91.
The airplane was operated by the student pilot's father, who in July 2014 employed Coastal Aviation, Inc., a flight school at LRO, to provide flight instruction to his son in the airplane. The owner of the flight school assigned the commercial pilot, who was recently hired as a flight instructor, to instruct the student. According to the student pilot's father, his son was attending college near LRO, and the commercial pilot helped him reposition the airplane to LRO for his son's convenience in the weeks that preceded the accident.
The commercial pilot and student pilot had previously completed approximately two 1-hour long instructional flights together. On the day of the accident, a witness observed the commercial pilot and the student pilot inspect the fuel for contaminants and check the flight controls during their preflight inspection. According to another witness, the airplane began its takeoff roll on runway 35, a 3,700-foot-long, asphalt runway, with the flaps fully extended. Several people reported that the airplane lifted off the ground about midfield and immediately looked unstable, which they described as the wings banking to the right and left. When the airplane reached an altitude of approximately 100 feet above ground level, it entered a steep left turn. Two pilots reported that the airplane then lost forward momentum and appeared to stall. It immediately entered a nose down attitude followed by a right wing low attitude and was in a "straight downward dive" when it impacted the ground. One of the witnesses who attempted to help the occupants reported a strong odor of fuel at the accident site. The witnesses did not report hearing any interruptions in engine power.
PERSONNEL INFORMATION
The commercial pilot, age 33, held a Federal Aviation Administration (FAA) commercial pilot certificate with ratings for airplane single-engine land, airplane multiengine land and instrument airplane. He did not hold a flight instructor certificate, but had received a logbook endorsement from a flight instructor to take the practical test for his airplane single-engine flight instructor certificate. His most recent FAA first-class medical certificate was issued on May 25, 2011, at which time he reported 275 total flight hours. The last entry in the commercial pilot's logbook was dated June 9, 2014, which showed a total of approximately 350 flight hours. A review of his logbook entries from August 2007 to June 2014 indicated that he had not accumulated any time in the accident airplane make and model.
The student pilot, age 22, was seated in the left seat, and did not possess a medical certificate or student pilot certificate. His logbook was not recovered. According to the student pilot's father, his son had some experience as a passenger, but had not accumulated any formal training as a student pilot.
According to the owner of the flight school, the commercial pilot indicated that he was a certified flight instructor seeking employment. He was hired by Coastal Aviation, Inc. as a flight instructor in July 2014 and began providing instruction to the student pilot in early August 2014.
A flight schedule from Coastal Aviation was cross-referenced with logbooks provided by some of the commercial pilot's students to approximate how long the commercial pilot had been providing instruction. The logbooks included multiple entries that were signed off by the commercial pilot and included a "CFI" number. The review showed that the commercial pilot had provided about 8.5 hours of flight instruction in the 30 days that preceded the accident.
According to the owner of Coastal Aviation, Inc., the airplane was solely used as a training airplane for the student pilot. The commercial pilot and the student pilot were the only people who flew the airplane between the repositioning flight and the accident flight. He stated that the commercial pilot appeared alert on the morning of the accident and did not exhibit any signs of impairment.
AIRCRAFT INFORMATION
The two-seat, high-wing, fixed tricycle-gear airplane, was manufactured in 1974 and powered by a Continental Motors O-200-A84, 100-horsepower engine. A review of the airplane's maintenance history revealed that its most recent 100 hour inspection that was completed on January 13, 2014, at which time it had accumulated approximately 3,507 total hours in service. In addition, the engine had accrued about 1,690 total hours since major overhaul. At the time of the accident, the airplane had accumulated an additional 16 hours since the inspection.
The wing flap system was electrically operated by a flap motor located in the right wing. The flap position was controlled by a switch and mechanically indicated by a pointer housed in the left front doorpost. During deployment, the flap switch lever is depressed and held in the DOWN position until the desired degree of extension is reached. When the operator releases the switch, the lever will return to the center position automatically through a spring in the switch case. The operator places the flap switch in the UP position to retract the flaps; however, the switch is designed to remain in the UP position without manual intervention. Once the flaps reach their maximum extension or retraction, limit switches will automatically shut off the flap motor. The flaps take approximately 9 seconds to fully deploy and about 6 seconds to completely retract.
According to the owner of the flight school, the commercial pilot did not report any issues with the wing flap system in the accident airplane prior to the accident flight. The father of the student pilot stated that he did not experience any issues when he operated the wing flaps during the previous repositioning flight.
The airplane was serviced with 10 gallons of 100-low-lead aviation grade gasoline the day before accident.
METEOROLOGICAL INFORMATION
The recorded weather at LRO, at 1115, included calm wind, visibility 8 statute miles, sky clear, temperature 27 degrees Celsius (C), dew point 19 degrees C; and a barometric altimeter of 30.04 inches of mercury.
Given the reported atmospheric conditions, the density altitude at the time of the accident was calculated as approximately 1,559 feet.
WRECKAGE AND IMPACT INFORMATION
The airplane came to rest in a near vertical, nose-down, position orientated on a 310-degree magnetic heading in a field of sparse vegetation about 1,100 feet beyond the departure end of runway 35. All major components of the airplane were accounted for at the accident site. No debris path was observed with the exception of a few pieces of Plexiglas that came to rest a few feet forward of the airplane.
The propeller blades and hub remained attached to the propeller flange, which exhibited multiple axial cracks. One propeller blade was bent aft at the inboard end and both propeller blades displayed chordwise scratches and polishing on their cambered sides.
Both wings remained attached to the fuselage and exhibited leading edge crush damage that spanned the entire length of each wing. Both ailerons were in the neutral position and each wing flap exhibited some upward bending. The flap actuator jackscrew displayed no threads, consistent with a flaps retracted position, and the flap switch was also in the neutral position. The flap motor was tested using a 12 volt battery and electrical continuity was confirmed for both the upward and downward movement of the flap mechanism. The wing fuel tanks were deformed, but not breached and were estimated to contain a combined total of approximately 15 gallons of fuel.
The aft fuselage and empennage were buckled and canted to the right; however, no damage was observed on the elevator and rudder control surfaces. Measurement of the elevator pitch trim jackscrew corresponded to an approximate neutral position.
Elevator, rudder, and aileron control continuity were traced from their respective flight control surfaces to the flight controls at the cockpit.
The fuel selector valve was in the OPEN position and no obstructions were observed when compressed air was circulated through the valve. The fuel bowl was intact and the fuel strainer screen was void of contaminants.
One primary ignition lead was severed from the right magneto and another lead separated from the No. 1 cylinder top spark plug. Both magnetos were removed from the engine accessory section and tested. Each magneto produced spark on all four posts and the impulse coupling engagements could be heard when rotated by hand.
The top spark plugs were removed and the bottom plugs were examined with a borescope. All spark plugs appeared gray in color and displayed signatures consistent with normal operation.
The carburetor was impact damaged and the mixture control cable was separated a few inches from the mixture control arm. Both the carburetor floats and needle valve operated normally. The fuel inlet line and fuel inlet screen were free of debris or contaminants.
A handtool was used to rotate the crankshaft, which confirmed continuity through the powertrain and attached accessories. The cylinders displayed normal operating signatures and all valves appeared to be seated properly when examined with a borescope.
The wing flap switch lever moved freely in the UP or DOWN positions when manipulated by hand; however, the switch did not automatically return from the down to the neutral (center) position as designed. Further examination of the wing flap switch lever at the NTSB material's laboratory in Washington, DC, confirmed electrical continuity of the switch contacts at all three switch positions: UP, DOWN, and OFF. A radiograph examination showed that the center position return spring was fractured, which prevented the switch from automatically returning to the OFF position.
MEDICAL AND PATHOLOGICAL INFORMATION
An autopsy was performed on the commercial pilot by the Medical University of South Carolina, Department of Pathology and Lab Medicine, Charleston, South Carolina. The autopsy report listed the pilot's cause of death as "blunt head trauma."
Forensic toxicology testing was performed on specimens of the commercial pilot by the FAA Bioaeronautical Science Research Laboratory, Oklahoma City, Oklahoma, which detected 10.76 ug/ml of tramadol in the pilot's heart blood, 11.571 ug/ml in the vitreous, 13.794 ug/g in the muscle, 18.424 ug/g in the brain, 38.93 ug/g in the liver, and 0.593 ug/ml in the urine. The therapeutic range of tramadol was considered 0.05 ug/ml to 0.50 ug/ml. The drug's active metabolite was detected in the pilot's blood and urine. Additionally, norcyclobenzaprine was detected in the heart blood and urine and testing also identified the presence of hydrocodone and its metabolites in the urine, but not in the blood.
Tramadol was a schedule IV controlled substance and prescription opioid medication commonly used to treat pain. Hydrocodone was a narcotic analgesic marketed under many names including Vicodin. Norcyclobenzaprine was a metabolite of cyclobenzaprine, a prescription muscle relaxant marketed under various names including Flexeril. All three medications contain warnings related to impairment of mental and/or physical ability required for the performance of potentially hazardous tasks (e.g. driving, operating heavy machinery).
The pilot's personal medical records showed multiple visits in 2010 for symptomatic kidney stones. In May 2010, the pilot was evaluated for two gastrointestinal problems and placed on tramadol and prednisone, a steroid used to treat the inflammatory process and reduce the body's immune response. According a medical record entry made by the pilot's gastroenterologist on May 19, 2011, the pilot's Crohn's disease was in remission.
NTSB Identification: ERA14FA387
14 CFR Part 91: General Aviation
Accident occurred Thursday, August 14, 2014 in Mount Pleasant, SC
Aircraft: CESSNA 150M, registration: N66241
Injuries: 2 Fatal.
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 14, 2014, about 1125 eastern daylight time, a Cessna 150M, N66241, was substantially damaged when it impacted terrain shortly after takeoff from Mount Pleasant Regional Airport-Faison Field (LRO), Mount Pleasant, South Carolina. The commercial rated pilot and non-pilot rated student were fatally injured. The airplane was registered to and operated by Hanger Aviation, Inc. Visual meteorological conditions prevailed, and no flight plan was filed for the local instructional flight. The flight was conducted under the provisions of Title 14 Code of Federal Regulations Part 91.
According to a witness, the airplane began its takeoff roll on runway 35 with "40 degrees of flaps." Multiple witnesses stated that the airplane lifted off the ground about midfield and that it "immediately looked unstable." A witness added that the wings were banking to the right and left. When the airplane reached an altitude about 100 feet above ground level, it entered a continuous left turn and subsequently rolled wings level on a westerly heading. The airplane then entered a nose down attitude followed by a right wing low attitude and was in a "straight downward dive" when it impacted the ground.
The airplane impacted a field of sparse vegetation about 1100 feet northwest of the departure end of runway 35. The airplane came to rest in a near vertical, nose-down, position and was orientated on a 310 degree heading. All major components of the aircraft were accounted for at the accident site. The initial impact point was about 3 feet forward of the main wreckage. The wings remained attached to the fuselage and exhibited leading edge crush damage that spanned the entire length of each wing. Flight control continuity was confirmed for all control surfaces from the cockpit. The wing flaps remained attached to their respective wings and the flap actuator jack screw position was consistent with a flaps retracted setting. The ailerons remained attached to their respective wing attach points and exhibited some compression wrinkling and denting. No damage was noted on the elevator and rudder control surfaces. The elevator trim tab was found in the neutral position. Both propeller blades remained attached to the propeller hub and displayed some chordwise scratching along the span of both blades.
According to Federal Aviation Administration (FAA) records, the pilot held a commercial pilot certificate with an instrument rating for single and multi-engine land. The pilot held a first-class medical certificate which was issued on May 25, 2011 at which time he reported 275 total flight hours. A review of FAA records revealed that the pilot did not hold a flight instructor certificate.
Flight Standards District Office: FAA West Columbia FSDO-13
CHARLESTON, SC (WCSC) - The parents of a 20-year-old Johns Island man who died last year in a plane crash during a flight lesson in Mt. Pleasant have filed a wrongful death lawsuit against the training school.
Cole and Anita Gaither, representing the estate of Matthew Cole Gaither, filed the lawsuit against Coastal Aviation, Inc. and William G. Pearson on January 26.
According to an investigation by the National Transportation Safety Board (NTSB), a single-engine Cessna 150 crashed during a training flight into a marsh about 200 yards from the Mt. Pleasant Regional Airport on August 14, killing Matthew Gaither and his flight instructor, 33-year-old Graham Borland of North Charleston.
The suit states Cole and Matthew Gaither contacted Pearson, owner of Coastal Aviation, Inc., to arrange flight instruction for Matthew. Pearson set Matthew up with Borland, who was allegedly portrayed as a Federal Aviation Administration (FAA) Certified Flight Instructor.
According to FAA Records examined during NTSB's investigation into the accident, Borland held a commercial pilot certificate, but did not have a flight instructor certificate from the FAA.
The suit alleges that because Borland was portrayed as an FAA Certified Flight Instructor, Coastal Aviation, Inc. was hired to provide Matthew Gaither with flight lessons.
On the day of the flight lesson, Borland was in control of the airplane when he took off with the flaps fully extended, causing the airplane to stall and crash, the lawsuit states.
The suit claims Gaither "would not have participated in flight instruction from Borland had Coastal Aviation, Inc. and Pearson not misrepresented Borland as a FAA certified flight instructor."
"The Estate of Matthew Gaither suffered injury or loss as a consequence of relying upon the misrepresentation," the suit states.
The parents of Matthew Gaither have requested a jury trial in the case, and are seeking actual and punitive damages due to "pecuniary loss, mental shock and suffering, wounded feelings, grief, sorrow and loss of society and companionship."
http://www.live5news.com
According to the NTSB, 33-year-old Graham Borland had a commercial pilot certificate and a first-class medical certificate. He was not a certified instructor, the NTSB reported.
According to the Federal Aviation Administration, Borland earned a private pilot certificate in May 2007 and added instrument rating a few months later. He earned his commercial pilot certificate and a multi-engine land rating in October 2008, the FAA found. Two months later, he upgraded the airplane single engine rating to the commercial pilot level.
However, there is no record with the FAA that Borland was ever issued a certified flight instructor certificate.
The crash killed Borland and 20-year-old Matt Gaither, who was learning to fly.
The NTSB report shows that many witnesses thought the plane “immediately looked unstable” at the time of liftoff. One witness told the NTSB investigator that the wings were banking left and right.
“When the airplane reached an altitude of about 100 feet above ground level, it entered a continuous left turn and subsequently rolled wings level on a westerly heading,” the preliminary report states.
Then the plane went into a “straight downward dive” and hit the ground, officials said.
The NTSB reports that a flight plan had not been filed for the flight.
The NTSB's full report may take a year to complete, officials said.
Meanwhile, Gaither's family has set up a memorial scholarship fund at Wells Fargo bank.
Cole Gaither, the 20-year-old man's father and co-owner of Hanger Aviation, said his son just started pilot training last week. On Monday, he had started training with Borland in a three-hour session.
"We were just as surprised as everyone else by the deception," Cole Gaither told ABC News 4 after he read the preliminary report.
At the time of the crash, Cole Gaither said he thought Borland was a licensed flight instructor.
- Source: http://www.abcnews4.com
Graham was born on September 11, 1980, and raised in Conyers, Georgia. As a little tyke he was in constant motion and loved playing soccer, watching Braves games with the family, and running around the neighborhood with friends. Growing up he attended the Episcopal Church of the Good Shepherd in Covington where he served as an acolyte. He graduated in 1999 from Salem High School where he was a varsity soccer player and kicker for the football team.
From Conyers, Graham headed to the College of Charleston and graduated with a degree in history in 2004. It was there that he met Alyson Schwartz. They married in a beautiful service in their beloved Charleston on September 24, 2005. Graham pursued his life-long dream to become a pilot after attending the Delta Connection Academy in Florida. His love of flying took him all over the country through Georgia, Alabama, Arizona, and back to his adopted home, Charleston, SC, this summer where he worked as a flight instructor. Alyson was unwavering in her support for Graham and his passion for flying. She was his biggest champion in every aspect of life.
Graham was a world traveler and especially loved Costa Rica, which he visited numerous times. When he wasn’t in the air, he enjoyed spending time on the lake, scuba diving, following the Dave Matthews Band and rooting for Georgia Tech, the Braves and the Falcons. By far the greatest loves of his life were Alyson and their two precious daughters. McClain Blue (Lainey) was born in March 2010, and Celia Grace completed the family in January 2014. The girls share their daddy’s fierce spirit of conviction. Graham found his true calling as a father.
Graham will be greatly missed by his wife Alyson, his daughters Lainey and Celia, his parents Danelle and Jim Borland of Greensboro, GA, his sister, Hilary Bellm of Austin, TX, and many aunts, uncles, nieces, nephews, cousins and other family members.
A celebration of Graham’s life will be held on Saturday, August 23rd. There will be a small church service for family at the Episcopal Church of the Redeemer in Greensboro, GA at 11:00 am. This will be followed by an open reception to share love and memories at the Carriage House at Harbor Club (from I-20, exit #130 south 4 miles), Lake Oconee beginning at 12:30 pm.
In lieu of flowers, if you would like to honor Graham, there has been a memorial fund set up for his daughters. Donations can made at any Wells Fargo Bank branch into the account of McClain or Celia Borland.
-Source: http://lowcountryfuneral.com
Matt Gaither Funeral Support: “This page is intended to help the Gaither family reduce some of the financial burdens associated with the funeral of Matt Gaither. Matt was tragically killed during a flight lesson just short of his 21st birthday. Matt was a great guy with a bright future ahead. There is nothing that can really be said in situtations such as this but a small contribution can really help the family remain focused on what is important rather than how to fund an unexpected funeral. The Gaithers are some of the best people I know and this loss has devistated the whole community. Please show your support and donate what you can!”
Read more here: http://www.gofundme.com/d1wo2o
Matthew Gaither
(L-to-R): Matthew Gaither, Graham Borland
Matthew Gaither
Graham Borland
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