N1148J

HISTORY OF FLIGHTOn October 16, 2014, about 1129 eastern daylight time, a Rockwell International 112A, N1148J, registered to and operated by a private individual, collided with a powerline pole, unmarked transmission lines, then the ground during a forced landing in Gainesville, Georgia. Visual meteorological conditions prevailed at the time and no flight plan was filed for the 14 Code of Federal Regulations (CFR) Part 91 instructional, local flight from Lee Gilmer Memorial Airport (GVL), Gainesville, Georgia. The airplane was destroyed by a postcrash fire and the flight instructor and private pilot were fatally injured during the flight that originated about 1 minute earlier.

According to the airplane owner's next door neighbor, about 1 week before the accident the owner told him he would be flying from the right seat with a flight instructor on-board.

A witness who was outside his hangar which is located south of runway 29 near the departure end of runway 29, reported that he observed the airplane flying at an estimated altitude of 400 feet, He heard a surging sound from the engine, and noticed oscillations of pitch and roll. The witness saw the airplane for about 3 to 4 seconds and then lost sight due to obstructions. He then heard a loud sound from the powerlines and heard the sound of impact followed by seeing smoke. He then ran to the sight, called 911 to report the accident, and when he arrived there were already 8 to 9 people on-scene. When he arrived the flight instructor was out of the airplane and on grass located north of the location of the wreckage.

Another witness who was in a building located immediately west of the accident site reported to FAA seeing the airplane's landing gear barely clear the building as it flew in an easterly direction towards the airport. The witness heard a sputtering or popping sound from the engine but did not see any smoke trailing the airplane. The witness reported that as the airplane flew towards powerlines that were located east of the building, he observed the airplane pitch up, as if in an attempt to avoid them. A portion of a wing contacted a powerline pole, and then the airplane rolled and impacted the ground coming to rest inverted. The witness ran to the accident site and assisted the flight instructor from the airplane, and also attempted to rescue the other occupant but was unable. He then rendered assistance to the flight instructor until first responders arrived. PERSONNEL INFORMATIONThe left seat occupant, age 50, held a commercial pilot certificate with airplane single and multi-engine land, instrument airplane ratings. A review of his Federal Aviation Administration (FAA) airman file revealed that on August 5, 2006, he received a FAA Form 8060-5, titled Notice of Disapproval of Application for the private pilot certificate. He subsequently passed on August 18, 2006. He also held a flight instructor certificate with airplane single engine, and instrument airplane ratings. He was issued a second class medical certificate with no limitations on September 10, 2014. On the application for the medical certificate he listed a total time of 4,100 hours, and 500 hours in the previous 6 months. His last flight review in accordance with 61.56 occurred on January 14, 2014.

According to personnel of a fixed base operator, the left seat occupant began flying with them as a student pilot in 2005, and has been a flight instructor with them since 2008 or 2009. He was reported to be in good health, and the accident flight was his 3rd flight with the airplane owner flying from the right seat.

A review of copies of the left seat occupant's pilot logbook that contained entries from June 28, 2014, to the last entry dated October 15, 2014, revealed that he logged flying with the owner in the accident airplane on October 1st and 6th, 2014. Both flight durations were recorded to be 1.2 hours and the remarks section of the first flight indicated, "Larry right seat", while the remarks section of the second flight indicated, "Larry Right Seat Landing." Excluding the accident flight, he logged a total time of 4,171 hours.

The right seat occupant, age 74, held a private pilot certificate with airplane single engine land rating, issued December 13, 2005. A review of his FAA airman file revealed that 3 days earlier, or on December 10, 2005, he received a FAA Form 8060-5, titled Notice of Disapproval of Application for the private pilot certificate. The areas on the disapproval notice included takeoff's, landings, go-arounds, and ground reference maneuvers. On August 22, 2014, he was issued a third class medical certificate with a limitation that he, "Must wear corrective lenses for near and distant vision." On the application for the medical certificate he listed a total time of 711 hours, and 37 hours in the previous 6 months. A review of his 2nd pilot logbook that was found in the wreckage revealed his last flight review in accordance with 61.56 occurred on February 15, 2014; the flight review consisted of 2 hours of ground instruction and 1.1 hours of flight instruction. AIRCRAFT INFORMATIONThe airplane was manufactured in 1975, by Rockwell International as model 112, and was designated serial number 428. It was powered by a 200 horsepower Lycoming IO-360-C1D6 engine and equipped with a Hartzell constant speed HC-E2YR-1BF propeller with F766A blades propeller.

Review of the maintenance records revealed the airplane was last inspected in accordance with an annual inspection on September 1, 2014. The airplane total time at the time of the inspection was 3,656.6 hours. Further review of the maintenance records revealed the fuel tanks were sealed last on March 17, 2006; at airplane total time of about 3,196.7 hours.

The airplane's fuel system consists of an integral 25.0 gallon fuel tank in each wing, which routes fuel to the five-position fuel selector valve, fuel strainer or gascolator, electric (auxiliary) fuel pump, mechanical fuel pump, servo fuel injector, flow divider, to each fuel injector nozzle installed in each cylinder. Each wing contains a fuel vent scoop assembly part number (P/N) 48550-1) installed on the lower wing skin outboard of the integral fuel tank. The fuel vent scoop contains two openings; the first faces forward, while the second is parallel to the lower wing skin. Both openings at the fuel vent scoop have fittings that protrude inside the wing, and those fittings are connected to the fuel tank via flexible rubber hoses, aluminum lines, and fittings. Each fuel tank is also vented from a fitting on the fuselage that is connected by aluminum lines and fittings. METEOROLOGICAL INFORMATIONA surface observation weather report taken at GVL at 1153, or approximately 24 minutes after the accident indicates the wind was from 280 degrees at 9 knots, the visibility was 10 statute miles, scattered clouds existed at 2,200 and 3,300 feet, and overcast clouds existed at 4,200 feet. The temperature and dew point were 14 and 09 degrees Celsius, respectively, and the altimeter setting was 29.92 inches of Mercury. AIRPORT INFORMATIONThe airplane was manufactured in 1975, by Rockwell International as model 112, and was designated serial number 428. It was powered by a 200 horsepower Lycoming IO-360-C1D6 engine and equipped with a Hartzell constant speed HC-E2YR-1BF propeller with F766A blades propeller.

Review of the maintenance records revealed the airplane was last inspected in accordance with an annual inspection on September 1, 2014. The airplane total time at the time of the inspection was 3,656.6 hours. Further review of the maintenance records revealed the fuel tanks were sealed last on March 17, 2006; at airplane total time of about 3,196.7 hours.

The airplane's fuel system consists of an integral 25.0 gallon fuel tank in each wing, which routes fuel to the five-position fuel selector valve, fuel strainer or gascolator, electric (auxiliary) fuel pump, mechanical fuel pump, servo fuel injector, flow divider, to each fuel injector nozzle installed in each cylinder. Each wing contains a fuel vent scoop assembly part number (P/N) 48550-1) installed on the lower wing skin outboard of the integral fuel tank. The fuel vent scoop contains two openings; the first faces forward, while the second is parallel to the lower wing skin. Both openings at the fuel vent scoop have fittings that protrude inside the wing, and those fittings are connected to the fuel tank via flexible rubber hoses, aluminum lines, and fittings. Each fuel tank is also vented from a fitting on the fuselage that is connected by aluminum lines and fittings. WRECKAGE AND IMPACT INFORMATIONThe airplane crashed off airport; the main wreckage was located at 34 degrees 16.201 minutes North latitude and 083 degrees 50.226 minutes West longitude, or 0.28 nautical mile and 211 degrees from the departure end of runway 29.

Examination of the accident site revealed the crash site was southwest of the intersection of Scott Street and Palmour Drive. Two powerline poles were broken; 1 pole immediately adjacent to the accident site and 1 pole near the intersection of Scott Street and Palmour Drive. The powerline pole immediately adjacent to the accident site was broken in three pieces (including a piece that was underground). Additionally, damage to unmarked 7200KV three phase electrical wires oriented on a magnetic heading of 035 degrees was noted; the pole and wires were repaired before NTSB arrival, but the damaged components were retained at the accident site. Examination of the broken powerline that was immediately adjacent to the accident site revealed it was approximately 40 feet long, and was set approximately 6 feet below the ground. The pole was fractured at ground level and also about 25 feet above ground level. Pieces of white paint with green color on the opposite side and gouges were noted on the upper 40 inches of the pole, consistent with contact by a portion of the airplane. Wiring from the ...