N41759Cessna T-50 · 1944

On September 2, 2013, about 2030 eastern daylight time, a Cessna T-50, N41759, was destroyed during collision with trees and terrain in Lennox Township, Pennsylvania, while maneuvering to land at Huf Airport (PS50), Harford, Pennsylvania. The airplane was consumed by a post-crash fire. The airline transport pilot/owner and private pilot passenger were fatally injured. Night instrument meteorological conditions (IMC) prevailed, and no flight plan was filed for the personal flight, which originated from William T. Piper Memorial Airport (LHV), Lock Haven, Pennsylvania, about 1940. The flight was conducted under the provisions of Title 14 Code of Federal Regulations Part 91.

The accident flight was the final leg of a cross-country flight that originated from Antique Airfield, IA27, Blakesburg, Iowa. The pilot landed at LHV and purchased fuel at 1937, before continuing to PS50. He told the line service technician who fueled his airplane that he would be "home in 38 minutes."

Information from the Federal Aviation Administration (FAA) revealed that the airplane was the subject of an ALNOT, and was located by the Pennsylvania State Police on September 8, 2013. One witness was outside with his dogs when his attention was drawn to the airplane flying low in the valley, "just above the trees," and below the surrounding ridgelines. He reported that it was dark outside, and that there was a severe electrical storm in the area.

The witness stated that the sound of the engines was loud and continuous, and that the airplane sounded "like a WWII airplane" as it flew out of his sight from the west to the east, then returned, and flew westbound "right on top of the trees" in the valley below the ridgeline immediately off its left wing. The airplane then flew off in the direction of an "enormous black cloud with lightning flashing out of it" and eventually out of his view. His home was 300 feet lower in elevation and less than a mile southeast of the crash site.

Other witnesses in their homes that surrounded the crash site described hearing an airplane "low" and "really loud" as it maneuvered nearby. One witness went outside her home and said the sound of the airplane suddenly stopped. She saw a flash in the vicinity of the crash site, but couldn't determine if it was lighting or a fire.

The pilot/owner held an airline transport pilot certificate with multiple ratings. His most recent FAA third-class medical certificate was issued on April 3, 2013. He reported 18,300 total hours of flight experience on that date. The pilot's logbooks were never recovered; therefore his total time in the accident airplane make and model could not be determined.

The pilot-rated passenger held a private pilot certificate with ratings for airplane single engine land, single engine sea, and instrument airplane. Her most recent FAA third class medical certificate was issued May 6, 2013. She reported 834.5 total hours of flight experience on that date.

According to FAA records, the airplane was manufactured in 1944. Examination of maintenance records revealed the most recent annual inspection was completed on April, 2013, at 3446.1 total aircraft hours.

At 2054, the weather conditions reported at Wilkes-Barre/Scranton International Airport (AVP), 26 miles south of the accident site at 962 feet elevation, included few clouds at 4,300 feet, and scattered clouds at 6,000 feet. There was 10 miles visibility; the temperature was 24 degrees C, dew point 19 degrees C, and the altimeter setting was 29.74 inches of mercury. The wind was from 100 degrees at 4 knots.

Records provided by Lockheed Martin Flight Services revealed that the pilot received an in-flight weather briefing around 1700 on the evening of the accident. Convective SIGMET 23E and Stormwatch 510 were in effect across the entire state of Pennsylvania, and specifically in the area surrounding the accident site at the time of the accident. The briefer cautioned the pilot about IFR conditions with ceilings below one thousand feet, and completed his briefing by advising that VFR flight was not recommended in the area surrounding his home airport, due to the severe thunderstorm watches and warnings in effect. The pilot replied, "Roger, understand, we'll look at weather radar thank you much."

Lockheed Martin Flight Services provided no further services to the accident airplane on the date of the accident.

According to the U.S. Naval Observatory, the end of civil twilight was at 2002, and the moon was below the horizon.According to the Susquehanna County Sheriff, at 2044, a MEDEVAC helicopter was grounded at the scene of a traffic accident near the crash site due to the electrical storm.

An NTSB Senior Meteorologist provided a synopsis of the weather in the area of the accident around the time of the accident, which revealed the following:

The National Weather Service (NWS) Surface Analysis Chart for 2000 on September 2, 2013 depicted a low pressure system and an associated occluded frontal system extending into New York and Pennsylvania, ahead of the front a squall line or active band of thunderstorms was depicted across eastern New York and ending near the Pennsylvania border immediately north of the accident site.

The NWS issued Convective SIGMET 49E at 1955 EDT for a line of severe thunderstorms immediately west of the area moving eastward at 30 knots, with tops to 45,000 feet, hail to 2 inches, and wind gusts to 55 knots. The advisory implied severe to extreme turbulence and low-level wind shear associated with the storm. A review of lightning data indicated over 1,500 cloud-to-ground and in-cloud lightning flashes with this thunderstorm complex. The Convective SIGMET was updated at 2055 EDT and included the accident site continuing to warning of a line of severe thunderstorms moving eastward at 25 knots.

The NWS radar mosaic for 2100 depict the accident site on the northern edge of a large area of intense to extreme echoes in the range of 50 to 60 dBZ associated with the area of severe thunderstorms, which was located immediately north of AVP.

FAA Advisory Circular 00-24C as well as the Aeronautical Information Manual (AIM) recommended 20-mile avoidance of storms or radar echoes identified as "severe."

Huf Airport was a private airstrip owned and operated by the accident pilot. The turf runway was oriented north/south, 2,185 feet long, 100 feet wide, at 1,600 feet elevation.

In a telephone interview, a friend of the pilot's revealed that the pilot had developed his own GPS instrument approach procedure into his home airport "in case the weather got bad." He went on to say that the pilot had told him about the approach, but didn't think the pilot had ever used it.

Huf Airport was approximately 2 miles northwest of the accident site.

The wreckage was examined at the accident site on September 9, 2013, about 1,400 feet elevation, and all major components were accounted for at the scene. The wreckage path was oriented 280 degrees magnetic, and was about 360 feet in length. The initial impact point was in a treetop about 45 feet above the ground. The second tree strike was approximately 185 feet farther along the wreckage path, about 35 feet above the ground. The twin trunk displayed sharp, angular cuts consistent with the dimension of the propeller blades. The initial ground scar was almost immediately in front of the main wreckage, which came to rest twisted, completely consumed by fire, and with the cockpit area facing opposite the direction of travel. Several pieces of angularly cut wood, of varying thickness, were found along the entire length of the wreckage path.

Flight control cable continuity was established from the cockpit area to the flight control surfaces.

The engines and propellers were significantly damaged by fire. Several cylinder heads and one propeller blade were melted away on the left engine, which exposed the piston domes in the cylinders.

Forensic Associates of Northeastern Pennsylvania, Clarks Summit, Pennsylvania performed the autopsy on the pilot as authorized by the Susquehanna County Coroner. The pilot died as a result of multiple traumatic injuries.

The FAA Bioaeronautical Sciences Research Laboratory, Oklahoma City, Oklahoma, did not perform forensic toxicology testing on specimens from the pilot, as the samples were unsuitable for testing.

According to FAA records, the airplane was manufactured in 1944. Examination of maintenance records revealed the most recent annual inspection was completed on April, 2013, at 3446.1 total aircraft hours.