History of Flight
On October 29, 2009, at 1331 Atlantic standard time, a Cessna 177, registration N3431T, was destroyed when it struck a pasture shortly after departing from Henry E. Rohlsen Airport (TISX) in Christiansted, St. Croix, U.S. Virgin Islands. The flight was destined for Cyril E. King Airport (TIST) in Charlotte Amalie, St. Thomas. Visual meteorological conditions prevailed, and no flight plan was filed. The personal flight was conducted under 14 CFR Part 91.
Witnesses reported that a passenger was asked to perform a walk-around inspection. The pilot later checked the controls and confirmed the passenger had checked the fuel for water. Another passenger arrived with two bags, placing a large bag in the baggage compartment. The first passenger then occupied the left front seat, and the pilot sat in the right front seat. After engine start and run-up, the airplane taxied to taxiway B and took off. A witness observed the airplane straining to gain altitude, with wings moving up and down, then a sharp left turn followed by a descent.
Radio transmissions indicated that at 1328:15, the airplane was cleared for takeoff from runway 10 at taxiway B. At 1330:55, the controller asked if difficulties were being experienced; the pilot responded affirmatively and stated intentions to turn back. The controller cleared the maneuver, but no further response was received. The controller then requested another aircraft to search, leading to the discovery of the wreckage on fire in a pasture.
The tower controller noted that the rotation appeared unusual, with a nose-high pitch attitude and a right wing dip, followed by a low and slow climb. The airplane turned northbound about a quarter mile past the runway end, remaining low and slow with an unusually high pitch attitude.
Aircraft Information
The airplane was powered by a 150-horsepower O-320-series engine. The latest annual inspection was on April 15, 2009, at 3,278.4 hours. Last maintenance, performed by the owner under an A&P mechanic's supervision, occurred on June 13, 2009, at 3,306.9 hours. A Supplemental Type Certificate allowed the use of automotive gasoline with a minimum octane of 87. Flight instruments were on the left side of the panel. The owner added 10 gallons of premium automotive fuel before the flight, and a calibrated stick indicated about 10 gallons in the left tank and 15 in the right. No recording devices were installed except a JPI-700 engine monitor, which was later found thermally damaged.
Personnel Information
The pilot, age 45, held an airline transport pilot certificate with multi-engine land and sea ratings, and a private certificate with single-engine land rating. He did not hold a flight instructor certificate. His logbook showed no biennial flight review (BFR) after 2003, but a 1.0-hour checkout in a PA-23-250 occurred earlier on the accident day. The CFI noted the pilot claimed a current BFR. The logbook did not show time in the accident airplane, though the owner stated the pilot had regular access. The pilot's resume indicated 5,147 hours as of August 2008; his latest FAA first-class medical was issued September 12, 2008, with 5,280 hours reported. The right front seat occupant was identified as the pilot. A passenger had recently begun TSA applications for flight training and had previously flown from the right seat.
Meteorological Information
Weather recorded at 1336 included few clouds at 2,300 feet, wind from 070 degrees true at 14 knots gusting to 20, temperature 31°C, dew point 23°C, and altimeter 29.89 inches Hg.
Wreckage and Impact Information
The wreckage was located about 2 miles northeast of the airport. Parts, including wings, were displaced before NTSB arrival. No ground scars were found outside the immediate area. All flight controls were accounted for. The fuselage was oriented at 055 degrees magnetic, with the tail broken off to the right. Dirt was found on the right side of the tie-down ring and lower tail cone. An indentation near the right side of the fuselage corresponded to the right wing tip, with leading edge crushing increasing toward the tip. A left-side indentation correlated to the left wing landing light. The flaps were found retracted. The stabilator trim tab was near neutral in position; however, the trim cable stop blocks indicated a full up tab (nose-down trim). The cockpit was fire-damaged, and the fuel selector indicated the right tank. The propeller was partially buried, with one blade showing significant leading edge gouging and chordwise scratching. The engine exhibited crankshaft continuity and compression on all cylinders; magnetos were damaged and did not spark. The carburetor was cracked, and floats showed hydraulic deformation. Residual fuel smelled of automotive gasoline and appeared red, consistent with 93-octane premium fuel. Accurate weight and balance could not be calculated due to fire damage.
Medical and Pathological Information
An autopsy of the pilot listed the cause of death as multiple injuries due to blunt force trauma. Toxicological testing by the FAA showed no anomalies.