History of Flight
On October 25, 2009, about 1910 eastern daylight time, a Cessna 172P, N55479, was substantially damaged after colliding with trees and terrain near the William H. Morse State Airport (DDH), Bennington, Vermont. The airplane was operated by Sky Training, LLC, West Milford, New Jersey, under 14 Code of Federal Regulations Part 91 as a personal flight. Night visual meteorological conditions prevailed, and no flight plan was filed. The flight originated at Greenwood Lake Airport (4N1), West Milford, New Jersey, at 1730.
Two witnesses at the airport observed the airplane in the traffic pattern. The pilot was conducting right-hand patterns for runway 13, though the Airport/Facility Directory indicated right-hand traffic for runway 31 only. Witnesses saw the airplane attempt two approaches, each followed by a go-around about 20 feet above ground level. On the final pattern, the airplane was on downwind leg at low altitude in level flight. The engine was running normally, followed by the sound of impact and then silence. The witnesses called 911, and the wreckage was located the following morning at 0909.
Another witness, residing adjacent to the airport, heard the airplane approach from the west, unusual for the area. He observed the airplane attempt to land but overshoot, then fly westbound before hearing it crash through trees.
A certificated flight instructor flying nearby heard a radio transmission: “Morse State Airport, Cessna … maneuvering to enter a right downwind for runway 31.” The instructor noted that most pilots simply call “Bennington traffic” and thought the pilot was unfamiliar with the area.
Personnel Information
The pilot held a private pilot certificate with single-engine land privileges, issued January 14, 2005. His logbook recorded about 174 total flight hours, with 11.2 hours in the previous 12 months, including 2.4 hours of night time. Total logged night time was 15.8 hours, with the last night flight on September 21, 2009. No evidence indicated prior flights to DDH.
Aircraft Information
According to maintenance records, the airplane and engine received an annual inspection on July 30, 2009. At the time of the accident, the aircraft had operated about 66.5 hours since that inspection. The Hobbs meter indicated 3,927.1 hours at departure and 3,929.0 hours at the accident site.
Airport Information
Runway 13 at DDH is 3,704 feet long and 75 feet wide, with a touchdown zone elevation of 818 feet. Published remarks noted “Mountains all quadrants…Preferred use rwy is 13…” Runway 13 had REIL, PAPI (P4L) with a 4.0° glide path and 45-foot threshold crossing height, and a hill noted. No pattern altitude was published. Topographic maps showed rising terrain west and southwest of the runway 13 threshold, including Whipstock Hill at about 1,260 feet. For a left-hand traffic pattern, base leg terrain elevations ranged from 700 to 750 feet.
Wreckage and Impact Information
The wreckage came to rest on Whipstock Hill at an elevation of about 1,082 feet, approximately 0.5 nautical miles west of the approach end of runway 13. The wreckage path was about 143 feet long, oriented on a heading of about 020 degrees. The fuselage was inverted; the left wing was severed and lodged in a tree about 35 feet above ground. The right wing remained attached. Flight control continuity was confirmed from cockpit to aerodynamic surfaces. The flap actuator indicated flaps retracted. Both fuel tanks were ruptured with no measurable fuel; about 1.5 ounces of residual fuel was recovered from fuel lines. Several pieces of angular-cut wood were found along the path.
The engine was removed and examined. Both propeller blades were bent aft with leading-edge gouging and paint abrasion. Internal engine continuity was confirmed; all pistons moved freely, and valve action was correct. Compression was observed on cylinders 2, 3, and 4; slight suction and compression on cylinder 1 improved after tapping valve rockers. Spark plugs were normal in color and wear, with small lead deposits. Magnetos produced spark. The vacuum pump was intact and produced suction. The lower carburetor half was broken off from impact. Subsequent FAA examination of cylinder 1 revealed a bent exhaust valve pushrod but no abnormalities via borescope.
Meteorological Information
The 1854 weather observation at DDH: sky clear, wind from 250 degrees at 4 knots, visibility 10 statute miles, temperature 9°C, dew point 1°C, altimeter 30.12 inches of mercury. Sunset was at 1754, end of civil twilight at 1824.
Medical and Pathological Information
Postmortem examination determined the cause of death as “Blunt impacts head and torso.” Toxicology testing was positive for caffeine.
Additional Information
Following the accident, the Airport/Facility Directory for DDH added the remark: “Air traffic pattern ops prohibited south of Rwy 13 and Rwy 31.”