History of Flight
On July 5, 2010, about 1415 eastern daylight time, a Cessna 172P, N52614, was substantially damaged when it impacted the ground in Chesapeake, Virginia. The airplane had departed Chesapeake Regional Airport (CPK). Visual meteorological conditions prevailed and no flight plan was filed. The certificated airline transport pilot was fatally injured. The personal flight was conducted under 14 CFR Part 91.
Airport access records showed the pilot's access card was last used at 1256:32. About 1414, a radio transmission was recorded by FAA Norfolk ATC: "mayday mayday mayday Cessna five two six one four about five south of Chesapeake airport over the big fields have a flight control malfunctions looks like I'm going down." This was the only transmission from the flight. Radar data showed the airplane at 1,400 feet msl in the vicinity from about 1345 until the accident. The airplane began squawking 7700 at 1414:49, with the final radar return at 1415:48.
Lockheed Martin Flight Services reported no services were provided to N52614 on the day of the accident. The investigation could not determine a specific purpose or destination.
Personnel Information
The pilot, age 51, held an airline transport pilot certificate with multiengine land rating and type ratings for Airbus A320 and Douglas DC-9. He also held a commercial pilot certificate with single-engine land rating. His most recent FAA first-class medical was issued May 13, 2010, reporting 7,200 total flight hours. He was employed by an air carrier. FAA records indicated the pilot was diagnosed with ankylosing spondylitis in May 2009, described as "mild" by his physician. He was prescribed anti-inflammatory and ulcer prevention medication. No further FAA updates were requested or provided.
Aircraft Information
The airplane was manufactured in 1980 and issued an airworthiness certificate on January 12, 1981. It was registered to the pilot as co-owner on April 4, 1988, and as sole owner on January 10, 2006. It was equipped with a Lycoming O-320-D2J engine. The most recent annual/100-hour inspection was July 9, 2009, at tachometer reading 1,650.0 hours. The tachometer in the wreckage indicated 1,655.4 hours; the flight log listed 1,655.9 hours on the accident date.
Meteorological Information
The 1440 recorded weather at CPK (about 6 miles north) included winds from 210° at 5 knots, visibility 10 miles, clear skies, temperature 35°C, dew point 17°C, altimeter 30.04 inHg.
Wreckage and Impact Information
The airplane impacted a corn field measuring about 3 by 5 miles, coming to rest inverted on a heading of 104°, about 40 feet from the initial impact crater. The crater was 13 inches deep adjacent to a dirt road. The debris path was oriented on 244°, about 83 feet long and 48 feet wide. The airplane struck three corn stalks about 90 inches high and 97 inches from the crater.
Both wing leading edges were compressed; fuel tanks were ruptured and devoid of fuel. Vegetation blight extended 57 feet from the wreckage. Ailerons and flaps remained attached; aileron control cables were continuous to the control column. The right aileron cable was fracture-separated at the left door post, consistent with tensile overload. The aileron control column interconnect cable had fractured chain links near the left control column sprocket. The flap actuator extension was consistent with flaps retracted; elevator trim actuator indicated 5° tab up.
The fuel selector valve handle was in "BOTH" but the internal mechanism was not in any detent, providing partial fuel passage to the right tank and closed left tank passage. The elevator bell-crank to control tee-tube was fractured at the control column base. Both cabin doors were fracture-separated; door locks were in "LOCK". Both front seat lap belt latches were not latched and functional. The engine remained attached by one mount; oil sump was fractured. Both magnetos were damaged; spark plugs showed normal wear. The carburetor and fuel strainer were fractured and devoid of fuel. The propeller was buried 2 feet in the impact crater, separated from the crankshaft flange.
Medical and Pathological Information
An autopsy on July 7, 2010, by the Office of the Chief Medical Examiner, Norfolk, Virginia, reported cause of death as "multiple impact injuries." Toxicological testing of vitreous fluid showed no ethanol. FAA forensic toxicology detected ethanol and other alcohols in putrefied specimens; no tested drugs were detected in kidney.
Tests and Research
Examination of the elevator tee-tube revealed a prong deformed in bending and compression, with fractures consistent with shear overstress and overstress in bending. The sprocket chain measured 5.6 inches, shorter than the design length of 7.12 inches; the difference was unexplained. Links were deformed consistent with overstress in bending and torsion.
Additional Information
A follow-on examination on August 3, 2010, confirmed both rudder cables connected to torque tubes. Gouge marks similar to cable marks were on the left control column, present before transport. The engine could not be rotated; disassembly revealed No. 1 and 2 cylinder heads compressed aft, all connecting rods free, oil pump undamaged, crankshaft with spiral cracks and slight bend, no corrosion. The vacuum pump rotors were fractured; vanes intact.