History of Flight
On August 16, 2008, at 1545 mountain standard time, a Cessna 177 (registration N3487T) collided with terrain during takeoff from St. Johns Industrial Airpark, St. Johns, Arizona. The flight was operated under 14 CFR Part 91. The certified flight instructor (CFI) succumbed to injuries sustained in the accident; the private pilot undergoing instruction (PUI) and one passenger were seriously injured. The airplane sustained substantial damage. Visual meteorological conditions prevailed, and a visual flight rules flight plan had been filed. The flight originated from Grants-Milan Municipal Airport, Grants, New Mexico, with a destination of Falcon Field, Mesa, Arizona.
Prior to departure from Grants, the pilot contacted flight service to activate a previously filed flight plan and request an update briefing. The briefer advised of developing thunderstorms along the route. During the briefing, the caller conversed with another person, and the briefer had to confirm receipt of information multiple times. The airplane landed at St. Johns at approximately 1520. Witnesses reported that during landing, the airplane bounced on the runway and the engine lost power. After being towed to the fueling area, 36.2 gallons of fuel were added, and the engine started without difficulty. The pilot departed at 1545. Witnesses observed the airplane go down runway 14 without a change in engine sound. The airplane lifted out of ground effect but did not climb; it stalled and turned left at the end of the runway before impacting the ground.
Following the accident, the PUI's father stated that due to injuries, the PUI and passenger could not provide statements. The father reported that the PUI had obtained his pilot certificate two weeks earlier, and the CFI was flying with him due to inexperience and mountainous terrain. The PUI was in the left front seat, the CFI in the right front, and the passenger in the back. The PUI later told his father that during takeoff, the airplane was not gaining altitude; as it descended, the PUI gave controls to the CFI, who attempted to land on a nearby street. They struck a power line pole, and the right wing hit a vehicle. The PUI lost consciousness momentarily, woke to smoke and flames, and exited the airplane.
In a written statement submitted on September 29, 2009, the PUI reported that the flight was instructional to gain proficiency in the Cessna 177 and familiarize with the route. During the initial leg, they landed at St. Johns for a break, then departed for Grants. After returning to St. Johns, the CFI performed a short-field landing; approximately 30 feet above ground level, the engine lost power, and they landed without power. The engine would not restart. After refueling, the CFI inspected the engine and found no anomalies. The engine restarted and ran normally. The PUI stated that during takeoff, the CFI made radio announcements and the PUI was flying. They used virtually the entire runway for takeoff. Upon noting obstacles ahead, the CFI assumed control and pulled back on the controls, causing a steep climb. The PUI felt the engine was failing due to the steep attitude and decreasing airspeed. The CFI then pushed forward, but the airplane could not climb. The PUI saw an opening in trees leading to a residential street; the CFI banked left to land there. The PUI's last recollection was seeing the landing area before striking power poles.
Personnel Information
The CFI, age 48, held a commercial pilot certificate with single-engine land and instrument ratings, as well as a CFI certificate for single-engine land and an advanced ground instructor certificate. He held a second-class medical certificate issued July 18, 2007, with no limitations. Logbook records showed 1,081 total flight hours, 587 hours of instruction, and about 60 hours in the accident airplane, with 22.4 hours in the preceding 90 days.
The PUI, age 29, held a private pilot certificate for single-engine land and a third-class medical certificate issued April 15, 2008, with no limitations. His logbook, recovered from the burned wreckage, showed approximately 50 total flight hours and 5 hours pilot-in-command. He had logged four flights since obtaining his certificate on July 19, 2008.
Aircraft Information
The four-seat, high-wing, fixed-gear Cessna 177 (serial number 17700787) was manufactured in 1968. It was powered by a Textron Lycoming O-320-E2D engine with a McCauley propeller. Annual inspection was completed August 5, 2008, at a tachometer reading of 2,626.29 hours (total airframe time). The engine had 330.29 hours since its last major overhaul on December 8, 1998, at which a new camshaft and tappet bodies were installed. The airplane was purchased in April 2008. Weight and balance calculations based on the PUI's statement showed an estimated takeoff weight of 2,222 pounds and center of gravity of 106.02 inches, within the POH limits (max gross 2,350 pounds, CG range 105.5 to 114.5 inches). Performance calculations at maximum gross weight and 1/4 flaps indicated a takeoff distance of about 3,288 feet to clear a 50-foot obstacle at 5,000 feet mean sea level, with a climb rate of 365 feet per minute; at 6,250 feet, these values were 4,452 feet and 310 feet per minute, respectively. With flaps fully retracted, takeoff roll increases by 10 percent.
Airport Information
St. Johns Industrial Airpark runway 14/32 is 5,322 feet long at an elevation of 5,737 feet mean sea level. Runway 14 has a 92-foot displaced threshold providing 20:1 obstruction clearance. A Runway Safety Action Plan noted that power lines and poles in the cemetery adjacent to runway 32 threshold penetrate imaginary surfaces; multiple obstructions exist off departure end of runway 14. The airport seeks instrument approach procedures, requiring removal or lighting of obstructions.
Meteorological Information
At departure from Grants (1553), weather was clear, visibility 10 miles, wind from 120 degrees at 16 knots gusting 21, temperature 26°C, dew point 8°C, altimeter 30.14 inHg. At St. Johns at 1554, conditions were clear, visibility 10 miles, wind from 280 degrees magnetic at 8 knots gusting 14, temperature 30°C, dew point 5°C, altimeter 30.04 inHg. Density altitude at Grants was 9,163 feet; at St. Johns, 8,690 feet.
Tests and Research
The airframe was largely consumed by fire. Control cables were intact; right flap appeared retracted. The propeller remained attached; blades exhibited bending, gouging, and missing tips. Engine examination revealed continuity, thumb compression on all cylinders, and appropriate valve lift. Both magnetos and ignition harnesses were fire-damaged. Spark plugs showed light gray coloration consistent with normal operation. Oil sump contained oil; oil screen had a small amount of black sooty material. Further disassembly showed corrosion and pitting on front main bearings, pitting on intake tappet of cylinder 4, scoring on tappets of cylinder 3, and corresponding camshaft lobe wear.
Medical and Pathological Information
An autopsy on the CFI attributed cause of death to thermal injuries. Toxicological tests were conducted on samples taken after hospital admission.
Additional Information
Textron Lycoming guidance indicates that engines not flown frequently may experience internal rust and corrosion, leading to tappet and cam lobe wear. Recommended practice is at least one continuous hour of operation at oil temperatures between 165°F and 200°F every 30 days to mitigate corrosion.