History of Flight
On February 5, 2012, at about 1606 Pacific standard time, a Cessna 172N, registration N7582D, struck powerlines and impacted a canal bank approximately 5 miles northwest of Fresno, California. The non-certificated pilot was fatally injured, and the airplane sustained substantial damage. The aircraft was registered to a private party in Walnut Creek, California, and was reportedly stolen, operated by the deceased pilot. Visual meteorological conditions prevailed for the 14 Code of Federal Regulations Part 91 flight, and no flight plan was filed.
The airplane was stolen from Buchanan Field Airport (CCR) in Concord, California, at an unknown date and time. It was seen at Byron Airport (C83) in Byron, California, the day before the accident. The airplane departed Byron at an unknown time for unknown destinations.
A witness told local law enforcement that he observed the airplane flying at the height of the powerlines (about 40 feet above the ground). He mentioned he could not see the pilot and that the engine was sputtering. The airplane banked right just before it struck the powerlines and subsequently fell to the ground.
A second witness reported to law enforcement that he did not see the accident, but he heard a loud noise outside his home. He described it as sounding like an engine that was cutting in and out. He further stated he did not hear the airplane impact the ground.
Wreckage and Impact
An on-scene examination by the Federal Aviation Administration (FAA) revealed that the airplane sustained substantial damage to the wings, fuselage, and empennage. A powerline cable was wrapped around the right wing, and scorch marks were noted on the right wing lift strut and the left wing leading edge. Fuel was observed in the gascolator bowl, carburetor bowl, and dripping from the right fuel tank. The fuel selector was in the “both” position. Control continuity was established throughout. Both propeller blades sustained damage: one was bent aft about midspan with spanwise gouges, and the other was bent aft at the propeller hub; 45-degree striations were noted. A key was not present in the ignition switch, but the magnetos were in the “Both” position.
According to the FAA and investigating law enforcement agencies, the airplane was stolen from the owner’s tie-down parking location at CCR. The airplane was then reportedly observed at C83 the day before the accident. During the on-scene examination, methamphetamine and various prescription drug bottles were found inside the airplane’s cabin.
Meteorological Information
The nearest weather reporting station, located about 12 miles southeast of the accident site, recorded at 2353: calm wind, 10 statute miles visibility, few clouds at 20,000 feet above ground level (agl), scattered clouds at 25,000 feet agl, temperature 19 degrees Celsius, dew point -3 degrees Celsius, and an altimeter setting of 30.03 inches of mercury.
Pilot Information
According to the FAA medical database, the pilot was 52 years old. He was issued a student pilot certificate and third-class medical in November 1987. At that time, the pilot indicated he had about 25 total hours of flight time, all within the six months preceding the medical examination. The number of hours flown in the same make and model as the stolen airplane is unknown. The pilot’s student pilot certificate was revoked by the FAA in March 1988.
Medical and Pathological Information
Toxicological testing by the FAA Civil Aerospace Medical Institute (CAMI) revealed that the pilot had 2.085 ug/ml of methamphetamine and 0.113 ug/ml of amphetamine in the blood. According to CAMI, toxic to lethal levels of methamphetamine are between 0.600 ug/ml (toxic) and 10.000 ug/ml (lethal). Therapeutic levels of amphetamine are between 0.0020 ug/ml (low) and 0.1000 ug/ml (high).
Tests and Research
Post-accident examination of the airframe and engine revealed throttle and mixture continuity from the firewall to the carburetor linkages; all linkages moved freely. The upper spark plugs were removed with no visual mechanical damage; all had light gray deposits except the number one cylinder plug, which showed signs of corrosion. The oil filter was removed with no debris noted. All four cylinders were removed from the crankcase. The number one cylinder and piston had corrosion and rust on the barrel and piston. The number two and four cylinder barrels contained light-colored dirt consistent with dirt from the scene; each piston had normal operating deposits. The inside of the crankcase showed no thermal discoloration.
During examination of the single-drive dual magneto, the magneto cap and condensers were affixed to a test bench. The magneto points were connected to a multimeter, and no voltage was detected. The points were cleaned, and spark was obtained at multiple speed intervals.