ERA11FA443

The pilot's inadequate airspeed and excessive bank angle while maneuvering for landing, which resulted in an aerodynamic stall.

The airplane was observed by several witnesses entering the airport traffic pattern. Two witnesses observed the airplane bank to the left while turning from the base leg to final approach, stall, and enter an uncontrolled descent. A postaccident examination of the airplane and engine revealed no evidence of any preimpact failure or malfunction. A certified flight instructor, who had flown recently with the accident pilot, reported that, on several occasions, the accident pilot performed turns in the traffic pattern at excessive bank angles. In addition, during the most recent flight with the pilot, the pilot did not properly recover the airplane after hearing the stall warning horn and had to be instructed on how to recover from the impending stall. Based on the witness reports of the airplane’s steep bank angle and sudden decrease in pitch attitude, it is likely the pilot inadvertently stalled the airplane during the base-to-final turn in the traffic pattern.

HISTORY OF FLIGHT On August 7, 2011, about 1350 eastern daylight time, a Maule M-7-235, N747GL, was substantially damaged when it impacted the ground during approach to Warrenton Air Park (7VG0), Warrenton, Virginia. The certificated commercial pilot and passenger were fatally injured. The airplane came to rest upright and a post-impact fire ensued, consuming the airplane except for a portion of the left wing and the two amphibious floats. The airplane was registered to an individual and the personal flight was operated under the provisions of 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed and an instrument rules flight plan had been filed. The flight originated from Potomac Airfield (VKX), Friendly, Maryland, at 1315. The owner of the airplane stated that the accident pilot called him about 1315 and informed him that he was going to fly the float plane to 7VG0. The owner further stated that he observed the airplane enter the downwind leg of the traffic pattern for runway 4 at 7VG0, and while turning from the base leg to the final leg of the approach, the airplane banked to the left. The airplane appeared to continue to bank to about 75 degrees, at which point the nose pitched down to an almost vertical attitude. The airplane descended and impacted the ground in an open field prior to the runway threshold and "exploded." Another witness reported that she observed the airplane flying over the north end of the runway and turn onto the downwind leg of the traffic pattern. When she looked up again, the airplane was in a bank and then entered a dive. She observed the airplane impact the ground and "explode." PERSONNEL INFORMATION The pilot, age 42, held a commercial pilot certificate with ratings for airplane single-engine land, multiengine land, single-engine sea, and instrument airplane. His most recent application for a Federal Aviation Administration (FAA) second-class medical certificate was issued on August 10, 2010. A review of the pilot's logbook revealed approximately 1,300 total hours of flight experience, which included 1,066 total hours in airplane single-engine; however, an accurate flight time total in the make and model of aircraft could not be determined. AIRCRAFT INFORMATION The four-seat, high-wing, amphibious airplane, was manufactured in 1994 and was issued an FAA airworthiness certificate on March 4, 1994. It was equipped with a Lycoming O-540-J1A5D, 235-horsepower engine and a three-bladed McCauley propeller. The airplane's most recent annual inspection could not be determined since the owner was not able to locate the maintenance logbooks after the accident. AIRPORT INFORMATION The airport was privately-owned and at the time of the accident did not have an operating control tower. The airport was equipped with two runways, designated 04/22 and 15/33. The turf runways were reported in good condition. Runway 04/22 was 2,215 feet long by 70 feet wide runway and runway 15/33 was 2,000 feet long by 70 feet wide. Runway 04/22 had the following note associated with its use: "Narrows to 70 ft usbl at bridge over stream mowed to 240 feet wide." Runway 15/33 had several notes associated with its use and they are as follows: "Width mowed & mkd by orange cones; turf are aprxly 250 feet wide” and “landing only rwy 33; no takeoffs rwy 33 no takeoffs/landing rwy 15." The airport was 442 feet above mean sea level. METEOROLOGICALINFORMATION The 1355 recorded weather observation at Warrenton-Fauquier Airport (HWY) Warrenton, Virginia, located about 10 miles southeast of the accident location, included wind from 220 degrees at 8 knots, visibility 10 miles, scattered clouds at 4,700 feet above ground level, temperature 35 degrees C, dew point 27 degrees C; altimeter 29.71 inches of mercury. The numbers correlated to an approximate pressure altitude of 652 feet and a density altitude of 3,035 feet. WRECKAGE AND IMPACT INFORMATION The airplane impacted the ground with the left wingtip approximately 780 feet from the threshold for runway 4 and came to rest about 730 feet from the runway threshold. The airplane was examined at the site and all major components were accounted for on scene. A detailed field examination of the airframe and powerplant revealed no preimpact anomalies of the airplane. The initial impact point was approximately 30 feet aft of the trailing edge of the rudder. The initial impact crater consisted of blue and white composite pieces and a wingtip light holder that was absent a lens or bulb. The left wing was detached from the airframe and exhibited impact and crush damage to the outboard two-thirds of the wing; the inboard 4 feet exhibited thermal damage. The wing’s crush damage was in the aft direction and very slightly in the positive direction. The counter weight remained attached. The pitot tube remained attached as well as the stall sensor switch, which was checked for continuity utilizing an ammeter and was confirmed to be operational. The wing flap was thermally damaged and the mechanical flap tube was cut by local authorities; an accurate flap position could not be determined. The aileron was impact damaged; however, continuity was confirmed from the aileron bellcrank to the cable sever point that was created by the local authorities. Continuity was also confirmed from the sever point to the cockpit control column base attach point. The wing struts remained attached during the accident sequence; however, they were cut by local authorities during the recovery of the occupants. The fuel cap for the inboard 20 gallon fuel tank remained attached and in the secured position. Removal of the fuel cap revealed an odor similar to aviation fuel and a small amount of fluid that was blue in color was observed within the tank. Although the tank was breached, the fluid amount appeared to be approximately 1 gallon. The gascolator, located in the left wing, remained attached to the wing spar; it was removed and fluid consistent in smell and color to 100 low lead aviation fuel was present. The fuel screen was removed and appeared normal in condition and had no evidence of any foreign objects or debris. The outboard 15 gallon fuel tank was impacted-separated and was located next to the fuselage. The fuel tank exhibited extensive thermal and crush damage and was devoid of fluid. The right wing had extensive thermal damage. The outboard fuel tank was present and had extensive amounts of thermal and crush damage, and the inboard fuel tank could not be identified due to the thermal damage to the wing. The counterweight exhibited thermal damage but remained attached. Aileron control cable continuity was confirmed from the aileron bellcrank to a torsional-overload fracture and from the fracture point to the base of the control column. The flaps exhibited extensive thermal damage and an accurate pre-impact flap position could not be determined. The empennage and fuselage exhibited extensive thermal damage. The outboard 15 inches of the left side of the elevator were bent forward and in the negative direction and the entire rudder and elevator were destroyed by thermal damage. The rudder trim tab remained attached and appeared to be set slightly nose right. The elevator trim tab remained attached and indicated a slight nose down attitude. Control continuity was confirmed from the associated control surface to a cable cut performed by the local authorities and from that cut to the area immediately adjacent to the rudder pedals and the base of the control column. The left amphibious float exhibited thermal and impact damage. The forward cross tube remained attached and had dirt and grass embedded into the fractured end of the tube. The aft cross tube was impact-separated. The left float was located to the right side of the right float and was facing in the opposite direction compared to the rest of the airplane. The forward 6 feet had impact and crush dam