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On Oct. 1 a Cessna 177 Cardinal crashed near Lake Placid, New York and killed the pilot and pilot-rated passenger on board, Senior VP of the AOPA Air Safety Institute Richard McSpadden and former NFL tight end Russ Francis. Witnesses described hearing the engine sound as if the propeller was set for climb and not takeoff and then hearing the engine surge, others telling NTSB investigators the engine did not sound like it was running at full power. The pilot in the Cessna reported a problem and said they would turn back to the airport before impacting an embankment and sliding about 30 feet down the slope, killing both on board.
The pair left on an aerial photography flight, taking off from the Lake Placid Airport (LKP) with a Beechcraft Bonanza A36 with a photographer on board. The purpose was to photograph the accident plane for later publication in a magazine article The Bonanza took off first from Runway 32 and the Cessna took off about 700 feet behind the other plane. After joining in formation, the pilot-rated passenger was to take over controls and fly the plane during the shoot.RELATED STORY:Senior VP of AOPA Air Safety Institute killed in plane crash
Witnesses heard the engine of the Cessna running when the Bonanza pulled up next to it. The engine reportedly shut off and about 10 seconds later it restarted. During the takeoff roll, a witness told the NTSB the engine sounded as if the propeller was set for the climb and not takeoff and then he heard the engine surge. During the initial climb the witness reported that the engine did not sound like it was running at full power. The Cessna made a left turn at about 300-400 feet above ground level, joining the Bonanza. As the Cessna closed to within about 1,000 feet of the A36, it made a sudden hard right turn back to the airport. During the sudden turn, the Bonanza pilot reported hearing the passenger on the Cessna transmit over the common traffic advisory frequency, "We have a problem and we're returning to the airport."
The accident plane then impacted an embankment while in a right-wing, nose-low attitude about 15 feet below the top of the plateau on airport property. The plane slid down the embankment about 30 feet, resting on the side of the slope upright and perpendicular to the embankment with the left wing oriented toward the upslope and the right wing oriented downslope. The initial impact point was about 440 feet from the approach end of Runway 14 and about 250 feet left of the runway centerline. The downslope angle was about 70 degrees with a ravine at the bottom.
The airport had a single runway in a 14/32 configuration, comprised of asphalt and in good condition. The sky was clear on the day of the crash, with 10 statute miles of visibility and wind from 010 degrees true at seven knots. The pilot held a commercial pilot certificate with ratings for airplane single-engine land, multiengine land and instrument airplane. He also had a type rating for the DC-3 and private pilot privileges for rotorcraft-helicopter. His most recent second-class medical certificate was issued on Jan. 6 and on that date, he reported 9,000 total flight hours. The plane was manufactured in 1976 and its most recent inspection was on April 7, with 5,352.2 reported flight time and an engine with 36.7 hours since the last major overhaul.
Investigators at the wreckage site noted that the right wing sustained upward buckling from the wingtip inboard to the aileron/flap injunction. The fuselage and empennage were buckled along the right side of the aft side of the cabin door to about Fuselage station 225. The investigators established control cable continuity from the flight control surfaces to the cockpit controls and the flaps were extended about 10 degrees with a neutral stabilator trim. The fuel caps were closed and secured, there was no water contamination, there were no obstructions and 17 gallons of fuel were recovered. The nose landing gear, electrical and lighting were damaged due to the impact.
The engine was attached to the firewall through the respective engine mounts, which sustained damage upon impact in the form of fractures and bends to various tube sections and was canted to the right of the plane centerline. The engine mount was then cut using a reciprocating saw to release from the firewall, as well as disconnection and separation from various fuel hoses and control cables. The propeller was still attached to the engine crankshaft and was damaged, consistent with the impact.RIP Richard McSpadden, head of the Air Safety Institute and former commanderof the USAF Thunderbirds. AOPA confirms Richard was killed in a plane crash yesterday. Selfless, knowledgeable, professional— we flew in his Super Cub in January and saw each other just last month. pic.twitter.com/uSjT3EmGHX— Pete Muntean (@petemuntean) October 2, 2023
Through the initial examination of the wreckage, there were no mechanical failures or anomalies found. The wreckage was retained for further examination. The aviation community mourned the loss of McSpadden, who through his role led a team of certified flight instructors and content creators to distribute aviation safety material. He led the Early Analysis series where he would analyze serious incidents or crashes with known information to find possible safety concerns or preventative measures to share with pilots. McSpadden is remembered by his colleagues, friends and family as well as a strong community of aviators.
The NTSB will continue its investigation for one to two years before releasing a final report with a probable cause if one is discovered.