History of Flight
On April 16, 2010, about 1600 eastern daylight time, a Cessna 172H, N8112L, was substantially damaged during collision with terrain near the Flying 10 Airport (0J8), Archer, Florida. The certificated private pilot/owner was fatally injured. Visual meteorological conditions prevailed, and no flight plan was filed for the personal flight, which departed Trails Airport (FD50), Live Oak, Florida, about 1530, and was conducted under the provisions of 14 Code of Federal Regulations Part 91. The pilot was discovered in the wreckage approximately one hour after the accident. Before transport to the hospital, he told a police detective that he did not recall the accident and that his license and medical certificate were inside the airplane. The detective did not find the certificates, though they were later given to authorities by a relative. A printed page from an online flight planning program was found in the wreckage, showing FD50 as departure and 0J8 as destination.
Personnel Information
According to FAA records, the pilot held a private pilot certificate with a rating for airplane single engine land, issued August 1, 1996. His most recent flight review was completed on August 23, 2005. His most recent FAA third class medical certificate was issued June 10, 2007, on which he reported 400 total hours of flight experience. Two pilot logbooks were recovered from his home. The first listed 25 hours between April and September 1968. The second began in August 1995 and log entries stopped on May 10, 2007. Through interpolation, the pilot had an estimated 360 total hours at the time of the accident. At the time of the accident, the pilot held a paper pilot certificate; after March 31, 2010, pilots were required to hold an FAA-issued plastic replacement certificate.
Aircraft Information
The airplane was manufactured in 1967 and registered to the pilot in 2004. It was equipped with a Continental O-200-D engine. Its most recent annual inspection was completed on February 1, 2010. Total aircraft time noted by a mechanic was 3262.9 hours; the tachometer showed 3065.44 hours at the accident site. Interpolation of maintenance records revealed an estimated 5 hours accrued between November 18, 2007, and the accident date. The airplane was placarded "AVGAS ONLY" on both wings, and no records were found for approved use of automotive fuel.
Airport Information
The cow pasture where the airplane came to rest was adjacent and ran parallel to the turf runway at Flying 10 Airport, approximately ¼ mile to the west. The runway was oriented 18/36, 3,200 feet long, and 170 feet wide. The initial ground scar in the cow pasture was abeam the approach end of runway 36. Satellite images confirmed the proximity and orientation of the airplane to the destination airport.
Meteorological Information
At 1553, weather at Gainesville Regional Airport (GNV), 13 miles northeast: wind from 110 degrees at 5 knots; few clouds at 4,500 feet; visibility 10 statute miles; temperature 27°C; dewpoint 12°C; barometric pressure 30.11 inches of mercury. According to the Carburetor Icing Probability Chart, atmospheric conditions were conducive to serious icing at glide power. FAA Advisory Circular 91-33A stated that testing indicates carburetor icing occurs in less time and at higher ambient temperatures with automotive gasoline than with aviation gasoline.
Wreckage and Impact Information
The airplane came to rest in a cow pasture, oriented approximately north/south. The wreckage path was about 90 feet long, oriented about 340 degrees magnetic. The engine compartment was crushed upward at a 35-degree angle; the empennage and tail sections were bent downward. The nose landing gear was separated. The propeller was bent aft with leading edge polishing. Flaps were retracted; carburetor heat was on; throttle was idle. These controls and the control yoke were bent downward. All major components were accounted for; usable fuel was drained from the wing sump. A detailed examination on April 21 established flight control continuity from cockpit to surfaces. Fuel system continuity was established with a slight breach consistent with impact damage. Fuel had the odor and appearance of automotive gasoline. The crankshaft rotated with continuity; compression confirmed on all cylinders; both magnetos produced spark. The carburetor was separated from the engine consistent with impact forces; disassembly revealed no mechanical anomalies.
Medical and Pathological Information
The pilot died on May 10, 2010. The autopsy report indicated death resulted from "delayed complication of blunt injuries due to plane crash." Toxicological testing was not performed.
Tests and Research
A handheld GPS unit attached to the left control yoke was sent for data extraction. The last recorded flight showed a path from FD50 to an area about 5 miles southeast of 0J8, terminating approximately ½ mile northwest of Suwanee Belle Airport (9FL0). The GPS did not record altitude or date/time information.