N111BKCub Crafters CC19-215 · 2021

On April 19, 2013, about 1655 eastern daylight time, a Cessna 210E, N111BK, registered to and operated by a private individual, was substantially damaged when it impacted trees and terrain while on final approach to Williamsburg-Jamestown Airport (JGG), Williamsburg, Virginia. The commercial pilot and passenger were fatally injured. Visual meteorological conditions prevailed, and an instrument flight rules flight plan was filed for the flight. The flight originated at Potomac Airfield (VKX), Friendly, Maryland, about 1550, and was destined for JGG. The personal flight was conducted under the provisions of 14 Code of Federal Regulations Part 91.

According to witnesses, the airplane passed beyond the extended runway centerline when the pilot reported on the common traffic advisory frequency that he was turning from the airport pattern base leg to final approach for runway 13. The airplane entered a steep right turn towards the runway, pitched down and descended at a steep angle behind a tree line.

According to Federal Aviation Administration (FAA) records, the pilot held a commercial certificate, with ratings for airplane single, multiengine land limited to center thrust, and instrument airplane. His most recent FAA third class medical certificate was issued on March 18, 2013. Review of the pilot's logbook revealed that the last entry was dated March 20, 2013, when he received his biennial flight review. At that time, he reported a total of 336 civilian flight hours. The pilot had also flown airplanes while serving in the United States Armed Forces. His total military flight time was reported as 4,297 hours.

The four-seat, high-wing, retractable tricycle-gear airplane, was manufactured in 1965. It was powered by a Continental Motors IO-520 Series, 285-horsepower engine, equipped with a Hartzell propeller. Review of the airplane's logbooks revealed that its most recent annual inspection was completed on October 26, 2012, at 4,547 total airframe hours. The engine had accumulated approximately 153 total hours of operation since major overhaul and 113 hours since the engine was removed, inspected, and reinstalled following a propeller strike. The airplane had flown about 32 hours since the most recent annual inspection.

The 1655 recorded weather observations at JGG, included, wind from 180 degrees at 14 knots, gusting to 28 knots, 10 miles visibility, clear sky, temperature 28 degrees C, dew point 19 degrees C, and a barometric altimeter setting of 29.75 inches of mercury.

At 1658, the National Weather Service regional radar mosaic depicted a broken line of thunderstorms and rain showers along and ahead of an approaching frontal system to the west of the accident site.

Airmen's Meteorological Information (AIRMET) advisory was issued for the mid-Atlantic area and New England for moderate turbulence and Low Level Wind Shear (LLWS). The AIRMET was valid until 1700 and then extended through 2300.

The Williamsburg-Jamestown Airport (JGG) was a non-tower-controlled airport that operated under class G airspace. The reported field elevation for the airport was 49 feet msl. The airport was equipped with one asphalt runway. Runway 13/31 was 3,204 feet in length and 60-feet wide. The non-standard traffic pattern for runway 13 was oriented for right turns. Noise abatement procedures were in place to avoid a school located 3,500 feet off the departure end of runway 31.

The wreckage was located in a residential neighborhood, about 1/2 mile and 310 degrees from the approach of runway 13. All major components of the airplane were accounted for at the scene. The airplane impacted terrain in an approximately 85 degree nose-down attitude and came to rest on about a 335 degree magnetic heading. The tail and right wing were partially separated, but still attached by the control cables. The aircraft sustained extensive compression damage to the forward fuselage, reducing the cockpit volume. The right and left wings had leading edge crush damage throughout the length of the wings. The instrument panel was fragmented and all flight controls were observed.

The right wing exhibited impact damage along the leading edge and the fuel tank was compromised during impact. The right aileron remained attached and was in a neutral position. The left wing also exhibited impact damage along the leading edge and the fuel tank was compromised during impact. The right and left wing flaps and ailerons remained attached. Aileron flight control continuity was established to both ailerons from the cockpit.

The aft section of fuselage and the empennage were buckled and canted to the left. Elevator, rudder, and elevator trim continuity were confirmed from their respective flight control surfaces to the cockpit.

The cockpit area was crushed and a majority of the instrument panel was destroyed. The seatbelts and shoulder harnesses remained intact. Both lap seatbelts were latched and cut by rescue personnel. The magneto switch was selected to both.

Several tree branches located at the accident site exhibited about 45 degree clean cuts. All three propeller blades exhibited chordwise scratching and minor s-bending. The propeller was separated from the propeller flange and all of the propeller installation studs remained with the propeller flange.

Due to impact damage, the crankshaft could not be rotated by hand; however, borescope examination of all six cylinders did not reveal any preimpact mechanical malfunctions. The rocker arms and valve springs were manually actuated and no anomalies were noted. The electrodes of all twelve sparkplugs remained intact and were unremarkable. The oil filter was heavily damaged which precluded examination. The magnetos were also dislodged, but the ignition leads remained intact. Spark was produced at all leads when the magnetos were subsequently rotated by hand.

The fuel system had sustained impact damage. The fuel pump remained attached to the engine and had sustained some impact damage to the diaphragm adjustment bolt and to the fuel pump heat shield. The fuel manifold valve was separated from its respective attachment point and two fuel lines had broken from the fuel manifold valve. All of the fuel nozzles remained installed in their respective cylinders.

The fuel pump was rotated manually and the pump rotated freely with no signs of binding. The fuel pump was disassembled and there were no anomalies with any of the internal components.

The fuel manifold valve was disassembled and the internal components were inspected with no anomalies noted. The fuel screen was clear of debris.

The fuel nozzles were removed and visually inspected. They did not exhibit any evidence of contamination or any other anomalies.

An autopsy was performed on the pilot by the Commonwealth of Virginia, Office of the Chief Medical Examiner, Richmond, Virginia, on April 4, 2013. Review of the autopsy report revealed that the cause of death was "Blunt force injuries to head, neck, torso, and extremities and the manner of death was "Accident."

The FAA Civil Aerospace Medical Institute toxicology report was negative for all drugs in the screening profile. In addition, the report stated that no ethanol was detected in vitreous fluid, nor was any carbon monoxide detected in a blood sample.

A handheld global positioning system (GPS) receiver was recovered in the wreckage and retained for further examination by the NTSB Vehicle Recorders Laboratory, Washington, DC. Data was successfully downloaded; however, there was no data for the accident flight.

Additional Information

Cross-Control Stall

According to the FAA Airplane Flying Handbook, FAA-H-8083-3A, "this type of stall occurs with the controls crossed—aileron pressure applied in one direction and rudder pressure in the opposite direction. In addition, when excessive back-elevator pressure is applied, a cross-control stall may result. This is a stall that is most apt to occur during a poorly planned and executed base-to-final approach turn, and often is the result of overshooting the centerline of the runway during that turn."