History of Flight
On July 11, 2010, about 2010 central daylight time, a single-engine Cessna 177B airplane, N345MT, sustained substantial damage when it collided with terrain after a loss of control while performing a visual approach to Gundy’s Airport (O38), Owasso, Oklahoma. The private rated pilot, a pilot rated passenger, and one passenger were fatally injured. The airplane was registered to N345MT LLC, Tulsa, Oklahoma. Day visual meteorological conditions prevailed and no flight plan was filed for the 14 Code of Federal Regulations Part 91 personal cross-country flight that originated from the David Jay Perry Airport (1K4), Goldsby, Oklahoma approximately 1900.
Reportedly around 1700, the airplane with four occupants departed O38 with plans to drop off the fourth passenger at 1K4 and return. The passenger who was dropped off reported that when they landed at 1K4, the airplane’s approach was a bit shallow and fast. The airplane ended up going off the end of the runway and into the grass at 1K4; after inspecting the airplane and finding no damage, it was taxied to the ramp. The passenger added that at some point, someone asked about needing any fuel for the return trip, and the response was “we’re good.”
Several witnesses in the vicinity of O38 reported seeing the airplane approach from the west. The reports indicated that the airplane was making a left turn, before losing altitude in a “spin.” The airplane collided with the ground near the north end of the airfield. Two witnesses added that as the airplane approached, it was quiet. An additional witness, who lived about a mile northwest of the airfield, reported seeing an airplane that was “little low and slow, but not unusually so,” but thought that the engine was “cutting-in-out.”
Personnel Information
The person sitting in the left front seat held a private pilot certificate for airplane single-engine land and a third-class medical certificate issued July 1, 2008. A review of the pilot’s logbook revealed approximately 314 total flight hours.
The person sitting in the right front seat held a private pilot certificate for airplane single-engine land, a private glider rating, and an airplane-instrument rating. His third-class medical certificate was issued on July 22, 2009; his pilot logbook was not located during the investigation.
No determination was made as to which pilot was at the controls at the time of the accident.
Aircraft Information
The airplane was a 1974 model Cessna 177B, a single-engine, high-wing airplane with fixed tricycle landing gear, configured for four seats. It was powered by a Lycoming O-360A1F6D reciprocating engine rated at 180 horsepower, driving a McCauley two-blade constant-speed propeller.
A review of the maintenance logbooks revealed the last annual inspection was completed on May 6, 2010, with a total time of 3,439.2 hours. At that time, the engine had accumulated approximately 386.8 hours since overhaul.
Meteorological Information
The automated weather station at KTUL, Tulsa, Oklahoma, about 6 miles southwest of the accident site, reported at 1953: winds from 200 degrees at 8 knots gusting to 16 knots, temperature 90°F, dew point 73°F, visibility 10 miles, few clouds at 5,000 feet, scattered clouds at 12,000 feet, and an altimeter setting of 29.68 inches of mercury.
Communications
On the return flight from 1K4, the airplane passed through Tulsa approach airspace. The pilot contacted Tulsa approach and received a transponder code, altitude assignment, and clearance to fly to O38.
At 2005, ATC contacted the airplane and stated: “no traffic observed between you and Gundys [O38], radar service terminated, squawk VFR, frequency change approved.” The pilot acknowledged. No other communication with the accident airplane, nor emergency or distress calls, were reported.
Airport Information
Gundy’s Airport (O38) is a privately owned, public-use airport located about 3 miles east of Owasso, Oklahoma. It is non-towered with a Common Traffic Advisory Frequency (CTAF). The airport has a single asphalt runway, 17-35, 2,600 feet long and 26 feet wide, as well as a 1,760-foot turf runway running parallel. The field elevation is 720 feet mean sea level. The airport is about 7 miles northeast of Tulsa International Airport (TUL) and underneath TUL Class C airspace.
Wreckage and Impact Information
Examination of the wreckage revealed all major components were accounted for. The airplane came to rest upright in the runway’s grass approach area, about 375 feet north and slightly east of the runway. Wreckage and ground signatures were consistent with the airplane being in a left wing and nose low attitude during impact. There was no post-crash fire.
The engine/firewall area was crushed into the cabin. Starting about 4 feet from the left wing root’s leading edge and proceeding outboard to the trailing edge, the wing was accordion crushed. Approximately 6 feet of the outboard section of the left wing was nearly severed. The right wing had a slight bend about mid-span but lacked accordion damage. Both fuel tanks, located on the inboard section of each wing, appeared intact and absent fuel. The grass underneath each tank showed no indication of fuel contamination or blight. The flaps were in the retracted position.
The fuselage was buckled just aft of the rear cabin. The empennage and corresponding flight control surfaces were attached in their respective positions, with the left stabilator exhibiting damage at the outboard tip. Control continuity to the flight controls was established up to the front cabin area.
On-site and follow-on engine examination revealed impact damage. Spark plugs were removed and appeared normal. The engine was rotated by hand via a drive unit connected to the vacuum pump pad; continuity through the engine was established. A thumb compression and borescope inspection was conducted on each cylinder. The dual magneto, propeller governor, and engine-driven fuel pump were impact damaged and could not be tested. The firewall fuel strainer, also impact damaged, contained no debris or fuel. The carburetor had impact damage, two of its front attachment bolts were broken, and its fuel bowl drain plug was removed, yielding only a few drops of fuel.
The engine’s crankshaft propeller flange had broken from the crankshaft but remained in place. One propeller blade was sticking upward from the nose and had leading edge polishing on the outboard end. The other blade was stuck into the ground with the engine located over it; after removal, the blade appeared bent starting near the root in the direction of the non-cambered side. The starter housing and ring gear had contacted during impact, but the housing lacked significant rotational scoring. Additionally, the alternator belt remained on both the alternator and ring gear pulleys, consistent with no engine rotation at impact.
The examination of the engine and airframe failed to identify any pre-impact malfunctions.
Medical and Pathological Information
Autopsies were conducted on the front-seated occupants by the Board of Medicolegal Investigations, Office of the Chief Medical Examiner, Tulsa, Oklahoma. Toxicological testing by the FAA Toxicology Accident Research Library was negative for tested drugs.