History of Flight
On September 24, 2010, at 2249 eastern daylight time, a Cessna 172K, N84249, registered to Flight Training Express (FTE) LLC, operating as a 14 Code of Federal Regulations Part 91 personal flight, collided with a tree and the ground during a forced landing in the vicinity of Chatsworth, Georgia. Visual meteorological conditions (VFR) prevailed. The certificated commercial pilot, located in the right front seat, and the private pilot rated passenger, located in the left front seat, were killed. The rear seat passenger received serious injuries. The airplane sustained substantial damage. The flight originated from Massey Ranch Airpark (X50) New Smyrna Beach, Florida. The pilot obtained an instrument flight rules clearance from Daytona Approach Control at 1908, en-route to Lovell Field Airport (CHA), Chattanooga, Tennessee.
According to Chattanooga Approach Control, the pilot canceled the IFR flight plan at 2242:23 and proceeded VFR. The controller acknowledged the cancellation and informed the pilot to maintain his present transponder squawk and to report Chattanooga in sight. At 2244:23, the pilot informed the controller that he was going to land at Dalton, Georgia, and the controller informed the pilot to report the airfield in sight. At 2245:52, the pilot stated, “and Chattanooga approach mayday, mayday, mayday, we have an engine failure”. The controller replied, do you have Dalton in sight? The pilot responded we are at 2,000 feet and have the airfield in sight. The controller asked the pilot at 2246 if he was able to make the airport and he stated, “We are not sure”. The pilot asked the controller at 2246:17 if he was familiar with the terrain and the controller replied negative. There was no further communication. At 2248:09, Atlanta Air Route Traffic Control Center contacted Chattanooga approach and stated, “This is north, I don't know if you noticed but southeast of Dalton I saw the seventy seven hundred code squawking”. He further stated the airplane was about 3.1 miles southeast of Dalton, Georgia. Emergency 911 operators received calls stating an airplane had crashed and first responders arrived on scene at 2256.
The rear seat passenger stated he was asleep for most of the flight. When he woke up the pilot informed him, “I think we need to land”. The passenger looked at one of the fuel tank gauges and it was very low. The engine then started running rough. The pilot started switching the fuel tanks and the engine quit. The pilot declared an emergency and made a right turn. The airplane clipped a tree and the passenger later woke up in the hospital.
Two witnesses observed the airplane flying towards their home north bound at tree top level. The white landing light was on and a red and green light was also visible. They could not hear the engine running as it went directly over them. The engine was whistling like a fan. The airplane made a steep right turn over a race track and came directly over their son’s house trailer. The airplane struck the top of a tree and descended nose down over a logging truck and collided with a ditch/culvert. The airplane bounced, went through a barbed wire fence, spun around, and came to rest facing back toward the trailer adjacent to the road.
Personnel Information
The pilot located in the right front seat, age 24, held a commercial pilot certificate issued on August 24, 2010, with ratings for airplane single-engine land, airplane multi-engine land, and instrument airplane. He also held a CFI certificate with ratings for airplane single-engine land and instrument airplane issued on April 12, 2010. His last instrument proficiency check and last flight review was conducted on September 1, 2010. His log book was not located and his total time was not determined. He held a first class medical certificate issued on August 14, 2007, with the restriction, “must wear corrective lenses.”
The private pilot rated passenger, located in the left front seat, age 21, held a private pilot certificate issued on June 1, 2010, with a rating for airplane single-engine land. No medical certificate was located at the crash site. FAA database review showed she held a third class medical dated April 8, 2010 with no restrictions. Her log book showed she had logged 54 total flight hours in airplane single-engine land. No flight time had been logged in the Cessna 172K. She had 10.5 total hours as pilot in command. The last flight entry was May 30, 2010. The last flight review was conducted on June 1, 2010.
Aircraft Information
The Cessna 172K was a four-place airplane with a fixed tricycle landing gear, serial number 17258394, manufactured in 1969. It was powered by a Lycoming 160-horsepower horizontally-opposed four-cylinder engine. Review of the airplane logbooks revealed the last annual inspection was conducted on January 3, 2010, at a recorded tachometer time of 3684.6 hours. The last 100-hour inspection was conducted on September 7, 2010, at a recorded tachometer time of 4,183.1 hours. The tachometer at the accident site indicated 4,226.3 hours. The airplane flew 43.2 hours since the last 100-hour inspection. The engine was overhauled on May 15, 2002, with 1,695.2 hours since major overhaul. Total airframe hours at the time of the accident was 5,708. The HOBBS meter was destroyed.
The airplane was last refueled at Massey Ranch Air Park on September 24, 2010, with 13 gallons of 100 low lead fuel. The airworthiness certificate and aircraft registration were not located at the crash site. The airplane was modified in accordance with RAM Supplemental Type Certificate (STC) Number SE3692SW, which modified the Lycoming engine to increase 5 minute takeoff maximum power rating to 160 horsepower. The Owner’s Manual and FAA Form 337 including Flight Manual Supplements were not found in the airplane. The registered owner stated the missing items were located in a black vinyl zippered bag kept in the airplane during the flight, which was not located. The registered owner stated the pilot was aware of the increased engine horsepower and fuel burn rate and had received instruction on this, but no documentation was received from FTE.
An email from the deceased left front seat passenger's family stated they received documents from the funeral director containing a blue folder with several documents from FTE containing aircraft information pertinent to N84249.
Meteorological Information
The 2219 Dalton Municipal Airport (DNN) surface weather observation was: wind calm, visibility 10 miles, scattered clouds 8,500 feet, temperature 22 degrees Celsius, dew point 17 degrees Celsius, and altimeter 30.10 inches of mercury.
Wreckage and Impact Information
Examination of the crash site revealed the airplane grazed the top of a 75-foot tall tree in a descending attitude. The airplane collided with a culvert 127 feet down the debris field. The airplane rotated around its horizontal axis and came to rest on a heading of 020 degrees magnetic. The debris line extended 189 feet.
The upper and lower engine cowling remained attached and was fragmented. The propeller remained attached to the crankshaft flange. The engine assembly was displaced upward and to the right. All engine mounts and accessories except the carburetor remained attached. The firewall was bent inward and upward. The nose landing gear and strut separated and were located underneath the fuselage.
The windshield was fragmented and located at the end of the debris line. The instrument panel was fractured. The throttle was in the full increase position, the mixture full rich, and carburetor heat off. The fuel selector valve was in the both position. Flight control continuity was confirmed. The left and right main landing gear remained attached.
The right wing was accelerated forward; leading edge crushed inward 6 feet 8 inches outboard of the wing root to the wingtip; wingtip damaged. The wing strut remained attached. The aileron and flap remained attached; flap jack screw indicated flaps retracted. The right fuel cap was intact with a tight seal; right main fuel tank not ruptured; no browning of vegetation; one quart of fuel recovered.
The tail cone separated aft of the baggage compartment. The vertical fin and horizontal stabilizers remained attached; rudder bottom ten inches bent upward. The left elevator not damaged; right elevator damaged; trim tab in neutral position.
The left wing leading edge was crushed inward 6 feet 8 inches outboard of the wing root to the wingtip; wingtip damaged. The wing strut remained attached; aileron and flap attached; left fuel cap intact with tight seal; left main fuel tank not ruptured; no browning of vegetation; two and one half gallons of fuel drained.
Engine examination revealed left and right exhaust pipes buckled; muffler crushed; No.1 induction tube displaced aft; oil sump intact; oil cooler crushed; alternator damaged; starter bendix pinion extended with gouge marks; right magneto produced spark; left magneto damaged; vacuum pump fractured; fuel strainer had fuel present; No.1 cylinder exhaust push rod tube and No.3 cylinder intake push rods damaged; carburetor lower bowl separated; main nozzle broken; float crushed; needle valve not located; mixture lever not located; no fuel in fuel lines or carburetor.
Partial engine disassembly revealed starter ring gear fractured; crankshaft flange bent; ignition harness damaged; top and bottom spark plugs exhibited light white combustion deposits; four bottom plugs lead fouling; electrode wear advanced; gap settings .025 inch. Compression and suction obtained at all cylinders. Rocker arms and valves moved when crankshaft rotated. Oil filter and suction screen free of contaminants.
Medical and Pathological Information
Autopsies on the pilot and private pilot rated passenger were conducted by the Georgia Bureau of Investigation on September 25, 2010. Cause of death for both was blunt force injuries. Postmortem toxicology performed by the FAA Bioaeronautical Research Science Laboratory was negative for ethanol, carbon monoxide, cyanide, basic, acidic, and neutral drugs.
Additional Information
United States Government Flight Information Airport Facility Directory for the Southeast United States found in the airplane expired on June 3, 2010. U.S. Terminal Procedures for Southeast found in the airplane expired on September 23, 2010.
The aircraft is equipped with one 21 gallon metal tank in each wing. The Owner’s Manual states 2 gallons of unusable fuel in each tank. The pilot's flight plan indicated a planned fuel burn rate of 9 gallons per hour.
The airplane departed X50 at 1908 and climbed to 5,000 feet. Last radar contact occurred at 2249. Total flight time was 3 hours 41 minutes. Distance between X50 and the accident site is approximately 412 nautical miles.
According to the Aircraft Owner’s Manual, a climb to 5,000 feet from sea level at maximum gross weight would use 2.6 gallons of fuel on a standard day; time to climb 11.5 minutes. At 5,000 feet with 82 percent BHP (assuming proper leaning), fuel consumption is 9.0 gallons per hour; at 49 percent BHP, 6.0 gallons per hour. The remaining flight time would have used 31.5 gallons at 82 percent BHP on a standard day.
Review of aircraft logbooks revealed RAM STC SE3692SW was installed on May 15, 2002, increasing max horsepower to 160. The Lycoming engine fuel burn curve for a 160 hp O-320 series shows maximum fuel usage at full power about 13.6 gallons per hour; at 82 percent power, fuel burn about 11.25 gallons per hour. At that rate, 39.375 gallons would be required during the cruise portion.
Review of the flight track showed planned distance from X50 to CHA is 427 NM; actual distance to end of radar track is 412 NM. The flight plan indicated planned flight time of 3 hours 44 minutes at an average speed of 114 knots. Actual flight time was 3 hours 41 minutes with an average speed of 111 knots. Planned fuel burn was 33.5 gallons based on 9 gallons per hour, but did not account for the STC'd engine's 11 gallons per hour.