History of Flight
On January 9, 2009, at 0600 central standard time, a Cessna 172F, registration N28RP, was substantially damaged while maneuvering near Hardin, Kentucky. The certificated private pilot was killed. Night visual meteorological conditions prevailed, and no flight plan was filed for the personal flight that originated at Kyle-Oakley Field Airport (CEY), Murray, Kentucky, conducted under 14 CFR Part 91.
According to the airplane owner, the pilot arrived unannounced on January 8, 2009, at 1800. He asked to rent the airplane to perform three takeoffs and landings for currency, then planned to fly to Marion, Illinois. The owner helped fuel the airplane with 22.7 gallons, topping off the tanks, and had no further contact. The airport manager, living across from the airport, heard a Cessna 172 depart between 0500 and 0530 on the morning of the accident and believed he heard the pilot performing takeoffs and landings the previous night.
Two witnesses on their front porch observed an airplane in a nose-down attitude, continuously descending, with an approach angle steeper than 30 degrees. They reported the engine running smoothly and lights on. They lost sight behind a tree line and then heard an impact.
Air traffic control information revealed the pilot issued a "mayday" call at 0558 on emergency frequency 121.5, relayed by two airline crews to Memphis Center. The pilot reported the aircraft "out of control" and mentioned "elevator controls." The transmission was not recorded.
Radar data indicated the airplane departed CEY at 0438, proceeded north at about 6,500 feet to DeKoven, Kentucky, turned around, and returned toward CEY at about 6,800 feet. At 0556, at 7,100 feet, it initiated a rapid descent at about 6,000 feet per minute until impact about 10 miles north of CEY.
Personnel Information
The pilot, age 50, held a private pilot certificate with single-engine land rating issued November 28, 2007. His most recent FAA third-class medical certificate was issued February 28, 2007, at which time he reported 7 hours total flight experience. Logbook entries from January 3, 2007 to December 30, 2008 showed 102 total hours, 63 as pilot in command; in the preceding 90 days, he logged 1.3 hours.
Aircraft Information
Airframe and engine logbooks showed the most recent annual inspection was completed September 24, 2008, at 6,400 total aircraft hours, with no anomalies. The airplane had flown 69 hours since inspection, with no non-routine maintenance entries.
Meteorological Information
Weather at Barkley Regional Airport (PAH), Paducah, Kentucky, 33 miles northwest, at 0553: calm winds, 10 miles visibility, clear skies, temperature -2°C, dew point -8°C, altimeter 30.08 inches. At Outlaw Field (CKV), Clarksville, Tennessee, 50 miles southeast, at 0552: wind 310° at 4 knots, 10 miles visibility, clear skies, temperature 0°C, dew point -8°C, altimeter 30.05 inches. Sunrise at the accident site occurred at 0706. There was no record of the pilot receiving a preflight or in-flight weather briefing or filing a flight plan.
Wreckage and Impact Information
Ground impact marks and examination by an FAA inspector revealed the airplane impacted a field in a nose-low, wings-level attitude. The nosewheel appeared to contact first, followed by the engine/forward cowling, main wheels, and wing leading edges. The airplane came to rest inverted 105 feet from initial impact. Both wing leading edges displayed symmetrical crushing damage. Flight control surfaces remained attached, continuity was established, and trim tab actuator corresponded to 3 degrees tab up. Flaps were retracted (0 degrees). The throttle control was bent over in the idle position; mixture was bent over in full rich. The tachometer showed 6,469.18 hours. A fuel sample from the right wing tank showed no contamination.
The impact-damaged fuel selector was selected to the right tank, but air could not be blown unrestricted through the valve. Disassembly revealed a loose o-ring inside the valve body and actuating balls riding high on the cam, preventing valve opening. The o-ring was not damaged; the upper portion of the valve was missing.
The engine separated and was located about 250 feet from the main wreckage. The propeller separated; one blade bent aft mid-span. Most accessories broke free. Both magnetos produced spark when rotated. The oil filter had no metal fragments; carburetor and gascolator had traces of fuel with no anomalies. The vacuum pump exhibited impact damage but the drive shaft turned freely. Valve train continuity was confirmed.
Medical and Pathological Information
An autopsy by the State of Kentucky Office of the Chief Medical Examiner on January 10, 2009, determined the cause of death as multiple blunt force injuries. FAA Toxicology and Accident Research Laboratory detected 0.0075 ug/ml tetrahydrocannabinol (marihuana) and 0.0291 ug/ml tetrahydrocannabinol carboxylic acid in the pilot's blood, and in the lung: 0.5387 ug/ml tetrahydrocannabinol and 0.0201 ug/ml carboxylic acid.
FAA medical records showed two applications: February 28, 2007 (7 hours total time, no medications, no medical history issues including substance dependence or abuse, no DUI convictions) and a limited electronic record from December 7, 1990 (10 hours total time, with entries for "Hay fever or allergy" and "Other illness, disability, or surgery" but no explanations).
Tests and Research
The fuel selector valve was sent to the NTSB Materials Laboratory. The damage to the cam shaft was consistent with mechanical overload. Two washers were observed on the cam shaft below the o-ring; the illustrated parts catalog showed only one washer. The additional washer would locate the actuating cam slightly lower. A black colored smear on the lower portion of the cam was consistent with material transfer from the loose o-ring. The illustrated parts manual incorrectly depicted the o-ring installed ahead of the retainer; correct assembly requires retainer ahead of o-ring. The condition of internal components and the loose o-ring did not provide adequate information to determine if the valve was functioning properly before the accident.
Additional Information
Personnel at Williams County Regional Airport (MWA), Marion, Illinois, reported no record of the aircraft stopping there on the night before or day of the accident. The pilot's daughter reported he called her at 1900 on the night prior, saying he had just finished touch-and-goes and was thinking of visiting; he called again around 2200 and said he would not make the flight due to winter weather concerns. She lived near Chicago, Illinois, not Marion (280 miles southeast) as the pilot had told the airplane owner.