sakharamg/AviationCorpus · Datasets at Fast360

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Examination of the cockpit, which was destroyed by impact revealed the pilot's seat remained attached to the seat tracks at all seat feet positions; the seat lock pin was in the fourth hole from the front, and a safety stop was in place on the inboard seat track.
The pilot's lapbelt and shoulder harness remained attached, but the lapbelt webbing was cut.
The co-pilot's seat remained attached at the left forward and right aft seat feet positions.
The co-pilot's lapbelt and shoulder harness were not buckled.
The pilot's control yoke was fractured, while the right horn of the co-pilot's control yoke was fractured.
The airspeed indicator, which was separated from the instrument panel indicated 68 mph.
The vertical speed indicator was separated from the instrument panel and the needle was separated from faceplate, no needle slap mark was noted.
The throttle control was extended 1.75 inches, and the mixture control was fractured at the instrument panel.
The carburetor heat control knob was missing and the control was extended 0.50 inch.
The tachometer was impact damaged and the needle was missing, no needle slap mark was noted.
A needle slap mark on the oil pressure gauge faceplate was noted at the lower end red line radial.
The ignition switch was in the both position and the key was inserted but broken.
The switch was impact damaged.
It was disassembled with no evidence of any preimpact anomalies and subsequently functioned properly in all positions when tested.
Examination of the engine primer control revealed the outer nut that secured the primer to panel was separated from the barrel.
The primer was impact damaged; however, the knob was in the locked position and was required to be rotated about 180 degrees before it could be unlocked from the outer knurled nut, which was separated.
Two cellular phones were recovered and retained for further examination.
Examination of the both wings revealed extensive impact damage.
Both lift struts remained connected at both ends.
Vented fuel caps remained installed on both fuel tanks, which were breached; no stains were noted aft of either fuel tank opening.
Residual blue colored fuel consistent with 100 low lead fuel was found in the left fuel tank, while no fuel was found in the right fuel tank.
Both flaps and ailerons remained connected; however, impact damage was noted to the left aileron, right flap, and right aileron.
One flap cable remained connected to the flap bellcrank near the left flap control surface, but the other cable was pulled from the bellcrank and exhibited tension overload.
The right flap pushrod was bent and the rod was fractured at the right flap attach point.
The flap motor support was fractured, and the flap jackscrew had no threads extended, which equated to the flaps retracted position.
The flap cable exhibited tension overload about 2 ft outboard from the bellcrank.
Operational testing of the stall warning horn revealed it did not operate.
The internal portion of the wing leading edge was accessed, which revealed the plastic tube remained connected to a portion of the housing, but the housing was fractured.
When suction was applied to the portion of housing that was still attached to the plastic tube, the stall warning horn was heard to operate.
Examination of the flight control system revealed aileron, elevator, and rudder flight control continuity from the cockpit to each cable where cut for recovery, and from that point to each control surface.
The elevator push/pull rod remained connected to the forward bellcrank, but the push/pull rod exhibited "S" type bending and was fractured near the control yoke attach point.
Examination of the control yoke revealed the left and right control yoke chains were separated from the sprockets, and the chains were fractured into multiple pieces.
Examination of the left fuel supply line revealed it was broken at the tank outlet, and the vent interconnect was separated from the tank.
The left fuel vent check valve was installed correctly, and the line was free of obstructions from the inlet into the tank.
Examination of the right fuel supply revealed the fuel tank outlet screen was clean.
The fuel vent interconnect was separated, but the line was free of obstructions from the left to right side.
Examination of the airframe fuel supply revealed the fuel strainer did not contain any fuel; the screen was clean but the bowl contained brown colored dust.
Examination of the fuel shutoff valve revealed the control arm was fractured, but the valve remained attached to the structure.
The valve was in the full open position; impact damage was noted to the inlet and outlet fuel lines.
Examination of the empennage revealed it was displaced to the right with the leading edge of the horizontal stabilizer contacting the right side of the empennage.
The vertical stabilizer with attached rudder and right horizontal stabilizer remained attached, while the left horizontal stabilizer and elevator were separated but found in close proximity to the main wreckage.
Examination of the left horizontal stabilizer revealed a semi-circular dent on the leading edge near the root; the left elevator was pulled from the torque tube.
The elevator trim tab actuator was extended 1-11/16 inches as measured from the housing to the center of the rod end attach bolt, which equated to tab trailing edge 4 degrees up.
Examination of the engine revealed all cylinders and the oil sump remained attached, although the oil sump was breached and crushed.
The carburetor and attached airbox were impact separated but remained attached by the control cables.
The throttle was partially open and the mixture control was near the full rich position.
An impact mark on the mixture stop boss adjacent to the "R" position was noted; the mixture control cable broke during removal.
The inlet fitting of the carburetor was broken off and the carburetor bowl did not contain any fuel.
Further inspection of the carburetor revealed a gap was noted between the throttle body and bowl near the accelerator pump.
The carburetor was retained for further examination.
Crankshaft, camshaft, and valve train continuity, and thumb suction and compression were confirmed to cylinder Nos.
1, 2, and 4.
Continuity was also observed to the rear of the engine.
The No.
3 cylinder intake pushrod was dented aft, which precluded movement of the intake valve.
The No.
3 cylinder was removed for examination, which revealed the ring gaps were not aligned, and no discrepancies with the valve train components were noted.
Examination of the piston dome revealed normal combustion deposits and color.
Further examination of the engine revealed the left magneto remained partially attached to the accessory case by the lower clamp; the upper clamp and securing hardware remained in place, but the stud was bent up.
The right magneto was separated from the engine but the clamps and securing hardware remained in-place.
Both magnetos were retained for further inspection.
All ignition leads were impact damaged; therefore, operational testing of the ignition harness could not be performed.
All spark plugs remained secured to each cylinder, but the top spark plugs for the Nos.
2 and 4 cylinders were broken.
The No.
4 top spark plug was completely separated but recovered at the site, while the No.
2 top spark plug remained attached by the ignition lead.
The No.
1 top spark plug was noted to be finger loose, but it was bent, and damage to the adjacent cylinder fins was noted.
All spark plugs were marked, removed, and inspected in accordance with a Champion Aviation Check-A-Plug chart; all were dark in color.
The spark plugs were then tested in a spark plug tester at 80 psi; all tested good with the exception of the Nos.
2 and 3 top spark plugs.
The No.
2 top spark plug was fractured and a shift of the center electrode was noted.
Normal wear of the center and ground electrodes were noted.
The No.
3 top spark plug was bent and the center electrode was displaced.
Normal wear of the center and ground electrodes were noted.
Examination of the lubrication system components revealed the oil tank remained attached and the filler cap was in place, but the tank was breached and displaced.
The oil pick-up screen was visible in the breached tank and was clean; no ferrous material was noted.
The engine oil filter, which was safety wired, was removed and the filer media was cut out for inspection; no ferrous particles were present.
The oil pump was also removed from the accessory case for inspection; no discrepancies with the gears or pump housing were noted.
Examination of the air induction system components revealed the airbox was heavily crushed, but the air induction filter was in-place; no obstruction of the air induction system components was noted.
A screen was in place behind the filter.
Inspection of the airbox revealed the carburetor heat cable remained attached, and the valve was found positioned in the "cold" position.
No evidence of movement of the valve associated with impact was noted.
Examination of the exhaust system components revealed heavy crushing, but there were no obstructions of the exhaust system components and the internal baffles of the mufflers were intact with no separation of baffle noted.
Examination of the propeller, which remained attached to the engine revealed one blade was bent aft about 10 degrees near the blade tip, and the leading edge was twisted towards low pitch.
Slight chordwise scratches were noted on the cambered side of the blade, and nicks were noted on the leading edge.
The second blade was bent aft about 45 degrees beginning about 13 inches from the hub.
Slight chordwise scratches were noted on the cambered side of the blade, and nicks were noted on the leading edge.
Fuel Information The airplane was last fueled on September 19, 2015.
According to fueler, both fuel tanks were filled with 100 low lead fuel to the top of each filler neck opening.
The airplane had not been operated between the fueling and the departure of the accident flight.
Immediately after the accident, fuel operations at VGC were suspended.
Subsequent checks of airport fuel samples for specific gravity and contaminates did not reveal any anomalies.
Further, there were no reports of fuel related issues from other airplanes that were fueled from the same source as the accident airplane.
Weight and Balance Information The latest weight and balance dated May 28, 2015, indicated that the airplane's empty weight was 1,086.29 pounds.
Estimated weight calculations that were performed based on a full fuel load at takeoff, and the weights of the pilot and passenger (140 pounds each) reported during autopsy, revealed that the airplane was operating within its weight limitations at takeoff.
An external examination of the pilot, and an autopsy of the passenger were performed by Onondaga County Medical Examiner, Syracuse, New York.

Examination of the cockpit, which was destroyed by impact revealed the pilot's seat remained attached to the seat tracks at all seat feet positions; the seat lock pin was in the fourth hole from the front, and a safety stop was in place on the inboard seat track.

The pilot's lapbelt and shoulder harness remained attached, but the lapbelt webbing was cut.

The co-pilot's seat remained attached at the left forward and right aft seat feet positions.

The co-pilot's lapbelt and shoulder harness were not buckled.

The pilot's control yoke was fractured, while the right horn of the co-pilot's control yoke was fractured.

The airspeed indicator, which was separated from the instrument panel indicated 68 mph.

The vertical speed indicator was separated from the instrument panel and the needle was separated from faceplate, no needle slap mark was noted.

The throttle control was extended 1.75 inches, and the mixture control was fractured at the instrument panel.

The carburetor heat control knob was missing and the control was extended 0.50 inch.

The tachometer was impact damaged and the needle was missing, no needle slap mark was noted.

A needle slap mark on the oil pressure gauge faceplate was noted at the lower end red line radial.

The ignition switch was in the both position and the key was inserted but broken.

The switch was impact damaged.

It was disassembled with no evidence of any preimpact anomalies and subsequently functioned properly in all positions when tested.

Examination of the engine primer control revealed the outer nut that secured the primer to panel was separated from the barrel.

The primer was impact damaged; however, the knob was in the locked position and was required to be rotated about 180 degrees before it could be unlocked from the outer knurled nut, which was separated.

Two cellular phones were recovered and retained for further examination.

Examination of the both wings revealed extensive impact damage.

Both lift struts remained connected at both ends.

Vented fuel caps remained installed on both fuel tanks, which were breached; no stains were noted aft of either fuel tank opening.

Residual blue colored fuel consistent with 100 low lead fuel was found in the left fuel tank, while no fuel was found in the right fuel tank.

Both flaps and ailerons remained connected; however, impact damage was noted to the left aileron, right flap, and right aileron.

One flap cable remained connected to the flap bellcrank near the left flap control surface, but the other cable was pulled from the bellcrank and exhibited tension overload.

The right flap pushrod was bent and the rod was fractured at the right flap attach point.

The flap motor support was fractured, and the flap jackscrew had no threads extended, which equated to the flaps retracted position.

The flap cable exhibited tension overload about 2 ft outboard from the bellcrank.

Operational testing of the stall warning horn revealed it did not operate.

The internal portion of the wing leading edge was accessed, which revealed the plastic tube remained connected to a portion of the housing, but the housing was fractured.

When suction was applied to the portion of housing that was still attached to the plastic tube, the stall warning horn was heard to operate.

Examination of the flight control system revealed aileron, elevator, and rudder flight control continuity from the cockpit to each cable where cut for recovery, and from that point to each control surface.

The elevator push/pull rod remained connected to the forward bellcrank, but the push/pull rod exhibited "S" type bending and was fractured near the control yoke attach point.

Examination of the control yoke revealed the left and right control yoke chains were separated from the sprockets, and the chains were fractured into multiple pieces.

Examination of the left fuel supply line revealed it was broken at the tank outlet, and the vent interconnect was separated from the tank.

The left fuel vent check valve was installed correctly, and the line was free of obstructions from the inlet into the tank.

Examination of the right fuel supply revealed the fuel tank outlet screen was clean.

The fuel vent interconnect was separated, but the line was free of obstructions from the left to right side.

Examination of the airframe fuel supply revealed the fuel strainer did not contain any fuel; the screen was clean but the bowl contained brown colored dust.

Examination of the fuel shutoff valve revealed the control arm was fractured, but the valve remained attached to the structure.

The valve was in the full open position; impact damage was noted to the inlet and outlet fuel lines.

Examination of the empennage revealed it was displaced to the right with the leading edge of the horizontal stabilizer contacting the right side of the empennage.

The vertical stabilizer with attached rudder and right horizontal stabilizer remained attached, while the left horizontal stabilizer and elevator were separated but found in close proximity to the main wreckage.

Examination of the left horizontal stabilizer revealed a semi-circular dent on the leading edge near the root; the left elevator was pulled from the torque tube.

The elevator trim tab actuator was extended 1-11/16 inches as measured from the housing to the center of the rod end attach bolt, which equated to tab trailing edge 4 degrees up.

Examination of the engine revealed all cylinders and the oil sump remained attached, although the oil sump was breached and crushed.

The carburetor and attached airbox were impact separated but remained attached by the control cables.

The throttle was partially open and the mixture control was near the full rich position.

An impact mark on the mixture stop boss adjacent to the "R" position was noted; the mixture control cable broke during removal.

The inlet fitting of the carburetor was broken off and the carburetor bowl did not contain any fuel.

Further inspection of the carburetor revealed a gap was noted between the throttle body and bowl near the accelerator pump.

The carburetor was retained for further examination.

Crankshaft, camshaft, and valve train continuity, and thumb suction and compression were confirmed to cylinder Nos.

1, 2, and 4.

Continuity was also observed to the rear of the engine.

The No.

3 cylinder intake pushrod was dented aft, which precluded movement of the intake valve.

The No.

3 cylinder was removed for examination, which revealed the ring gaps were not aligned, and no discrepancies with the valve train components were noted.

Examination of the piston dome revealed normal combustion deposits and color.

Further examination of the engine revealed the left magneto remained partially attached to the accessory case by the lower clamp; the upper clamp and securing hardware remained in place, but the stud was bent up.

The right magneto was separated from the engine but the clamps and securing hardware remained in-place.

Both magnetos were retained for further inspection.

All ignition leads were impact damaged; therefore, operational testing of the ignition harness could not be performed.

All spark plugs remained secured to each cylinder, but the top spark plugs for the Nos.

2 and 4 cylinders were broken.

The No.

4 top spark plug was completely separated but recovered at the site, while the No.

2 top spark plug remained attached by the ignition lead.

The No.

1 top spark plug was noted to be finger loose, but it was bent, and damage to the adjacent cylinder fins was noted.

All spark plugs were marked, removed, and inspected in accordance with a Champion Aviation Check-A-Plug chart; all were dark in color.

The spark plugs were then tested in a spark plug tester at 80 psi; all tested good with the exception of the Nos.

2 and 3 top spark plugs.

The No.

2 top spark plug was fractured and a shift of the center electrode was noted.

Normal wear of the center and ground electrodes were noted.

The No.

3 top spark plug was bent and the center electrode was displaced.

Normal wear of the center and ground electrodes were noted.

Examination of the lubrication system components revealed the oil tank remained attached and the filler cap was in place, but the tank was breached and displaced.

The oil pick-up screen was visible in the breached tank and was clean; no ferrous material was noted.

The engine oil filter, which was safety wired, was removed and the filer media was cut out for inspection; no ferrous particles were present.

The oil pump was also removed from the accessory case for inspection; no discrepancies with the gears or pump housing were noted.

Examination of the air induction system components revealed the airbox was heavily crushed, but the air induction filter was in-place; no obstruction of the air induction system components was noted.

A screen was in place behind the filter.

Inspection of the airbox revealed the carburetor heat cable remained attached, and the valve was found positioned in the "cold" position.

No evidence of movement of the valve associated with impact was noted.

Examination of the exhaust system components revealed heavy crushing, but there were no obstructions of the exhaust system components and the internal baffles of the mufflers were intact with no separation of baffle noted.

Examination of the propeller, which remained attached to the engine revealed one blade was bent aft about 10 degrees near the blade tip, and the leading edge was twisted towards low pitch.

Slight chordwise scratches were noted on the cambered side of the blade, and nicks were noted on the leading edge.

The second blade was bent aft about 45 degrees beginning about 13 inches from the hub.

Slight chordwise scratches were noted on the cambered side of the blade, and nicks were noted on the leading edge.

Fuel Information The airplane was last fueled on September 19, 2015.

According to fueler, both fuel tanks were filled with 100 low lead fuel to the top of each filler neck opening.

The airplane had not been operated between the fueling and the departure of the accident flight.

Immediately after the accident, fuel operations at VGC were suspended.

Subsequent checks of airport fuel samples for specific gravity and contaminates did not reveal any anomalies.

Further, there were no reports of fuel related issues from other airplanes that were fueled from the same source as the accident airplane.

Weight and Balance Information The latest weight and balance dated May 28, 2015, indicated that the airplane's empty weight was 1,086.29 pounds.

Estimated weight calculations that were performed based on a full fuel load at takeoff, and the weights of the pilot and passenger (140 pounds each) reported during autopsy, revealed that the airplane was operating within its weight limitations at takeoff.

An external examination of the pilot, and an autopsy of the passenger were performed by Onondaga County Medical Examiner, Syracuse, New York.