The National Transportation Safety Board (NTSB) has released its preliminary report on the accident that killed AOPA vice president of safety Richard McSpadden Jr. and former NFL tight end turned FBO owner Russ Francis. The pair died on October 1 in Lake Placid, New York.
McSpadden, 63, and Francis, 70, were flying a Cessna 177RG that belonged to Lake Placid Air Service. The purpose of the flight, where McSpadden was in the right seat, was a photo mission for AOPA magazine. Both men held commercial pilot certificates. Per company procedure for photo flights, the pilot/owner (Francis) was to fly the airplane during the takeoff, climbout and landing, and after joining up in formation, the pilot-rated passenger (McSpadden) would have taken over the controls and flown the airplane as the photo shoots require formation flying. McSpadden, a former member of the Air Force Thunderbirds, had decades of experience as a formation pilot.
The Airport
Lake Placid Airport (KLKP) is located at an elevation of 1,747 feet msl and has a single runway aligned 14/32, measuring 4,196 feet by 60 feet. The airport is on a plateau with tall trees close to the runway. Runway 14 has a 3.50-degree glidepath to touchdown. Obstructions include 77-foot-high trees located 884 feet from the runway, 334 feet left of centerline. Additionally, there are 13-foot-high roads on a berm some 45 feet and 145 feet from the runway threshold, and 12-foot-high trees 93 feet from the runway end, 132 feet to the right of centerline.
According to the NTSB, the aircraft took off from Runway 32 behind the Beech A36 with a photographer on board.
Witness Statements
There were several witnesses to the event. One told investigators that when the accident airplane pulled up next to the Beech A36 on the ground that the “accident airplane’s engine then shut off, and about 10 seconds later, the engine restarted.”
Witnesses said that during the takeoff roll, the engine surged, then did not sound as if it was producing full power in the climb. The Cardinal then “made a gentle left turn” at an altitude of approximately 300 feet to 400 feet above ground level, joining up with the Beech A36. When the aircraft were about 1,000 feet apart, the Cardinal “suddenly made a hard right turn back toward the airport”.
During the turn, the pilot of the Beech A36 heard McSpadden transmit on the common traffic advisory frequency, “We have a problem and we’re returning to the airport.”
The Cardinal did not make it to the runway. The aircraft came down about 15 feet below the lip of the plateau on an embankment off the end of the runway in a right-wing and nose-low attitude. The aircraft slid down a 30-foot embankment, coming to rest upright in a ravine some 440 feet from the approach end of Runway 14 and 250 feet to the left of the centerline. There was no fire, although fuel was pouring out of the airplane because of compromised fuel tanks.
According to witnesses interviewed by local media and FLYING, both men were conscious but getting covered with fuel draining from the aircraft. When first responders arrived, a few of the witnesses left the area to give them room to work. A few minutes later, a law enforcement official came into the FBO to report that both occupants of the aircraft had died.
The Pilots
According to FAA records, Francis held a commercial pilot certificate, with ratings for airplane single-engine land, multiengine land, and instrument airplane. He also possessed a type rating for the DC-3, and private pilot privileges for rotorcraft-helicopter. His most recent FAA-issued, second-class medical certificate was dated January 6, 2023. He reported on that date that he had accrued about 9,000 total flight hours.
McSpadden held a commercial pilot certificate for single land and sea, multiengine land and sea, and instrument airplane. He also held a type certificate for second-in-command privileges in a CE-525 Cessna Citation. He was flying on a BasicMed medical.
- READ MORE: Lessons from ‘Spad’
The Wreckage
The Cardinal’s most recent annual inspection was completed in April. At the time of inspection, the aircraft had accumulated 5,352.2 total hours of flight time, and the engine had accumulated 36.7 hours of operation since major overhaul.
In the accident sequence, the right wing had sustained upward buckling from the wingtip inboard to the aileron/flap junction, and the fuselage and empennage were slightly buckled along the right side. Control cable continuity was established from the flight control surfaces to the cockpit controls. The flaps were extended about 10 degrees; the stabilator trim was neutral.
The fuel strainer bowl was damaged, although the fuel strainer was clean. The position of the fuel selector handle was confirmed to be on “BOTH” by rotating the handle through all positions while defueling the airplane through the inlet line of the fuel strainer. The fuel caps were closed and secured. The position of the fuel pump switch could not be determined due to impact damage. There were no obstructions noted in the fuel or fuel vent system from the wing tanks to the inlet of the fuel, and no fuel contamination or blockages were found within the fuel system. Additionally, 17 gallons of fuel were recovered from the right wing fuel tank.
NTSB investigators noted that the nose landing gear was crushed aft during the impact sequence, and the actuator was separated so the position of the nose gear could not be determined. The main landing gear was in an intermediate position and observed in contact with the buckled lower fuselage. There was no observable damage to the main landing gear down locks or gear legs.
Crush damage to the cockpit prevented investigators from determining the status of the electrical system at the time of impact. They were able to tell that the cowl flaps were open, the mixture was full rich, and the propeller set to high rpm. The throttle knob was out about 2 inches and bent slightly up and to the left about 30 degrees.
No abnormalities were noted within the engine cylinders. The engine crankshaft was rotated by the propeller in its normal direction, and suction and compression were noted on all cylinders through the top spark plug holes, with movement of all rocker arms noted during rotation. The coloration across all eight spark plugs was described as “normal to black carbon fouled, with normal wear to the electrodes.” There was no mechanical electrode damage observed on any of the spark plugs. The bottom spark plugs for cylinders No. 1 and No. 3 were oil soaked, consistent with orientation of the engine at the accident site and oil within the cylinders. The magneto produced spark at all ignition leads. No damage was observed to the magneto housing, but both ignition harnesses sustained varying levels of impact damage in the form of cuts and abrasions to multiple leads.
The oil dipstick was found securely installed. There were six quarts of oil in the engine oil sump. The oil filter had sustained a high level of impact damage and was separated from the oil filter’s threaded base. A portion of the filter element was removed, examined, and found to be clean with no metallic particles or debris present. The oil suction screen plug was found to be tight and safely wired to the oil sump. The screen was clear of any debris.
The fuel system, including the engine-driven fuel pump, fuel manifold, and fuel servo, was all found attached to the engine. The fuel injection manifold was disassembled with no debris or tears noted to its diaphragm. The fuel servo was attached to the lower side of the engine with all lines tight and secure, but all four hold-down nuts were found loose when slight pressure with a wrench was applied. Torque stripes were present on the studs and nuts and did not appear to be disturbed or misaligned. The throttle plate was found in the closed position. When the throttle arm was actuated manually, the throttle plate moved freely within the servo, but the threaded rod for the idle thumbscrew adjustment was found fractured and not connected. The fuel injection nozzles were found to be clear of any debris.
The propeller governor was found securely installed to the rear of the engine. Its screen was clear of any debris, and oil flowed from the unit when rotated by hand.
The wreckage was retained for further examination. A final report from the NTSB will be issued at the conclusion of the investigation.
