History of Flight
On February 10, 2012, at about 1240 central standard time, a Cessna 172N, registration N5427J, impacted terrain near Floresville, Texas. The commercial pilot was the sole occupant and was fatally injured; the airplane sustained substantial damage. The flight was operated by Pro Flite Aviation of San Antonio, Texas, under 14 CFR Part 91 as a personal flight, and it originated from Stinson Municipal Airport (SSF) at 1222. Visual meteorological conditions prevailed, and no flight plan was filed. The pilot received flight following services from air traffic control before radio and radar contact was lost. No distress calls were made, and no eyewitnesses were present.
Pilot Information
The pilot, aged 58, held a commercial pilot certificate with airplane multi-engine land and instrument airplane ratings, as well as a private pilot certificate with an airplane single-engine land rating. He was issued a third-class medical certificate on October 29, 2011, with a restriction to have glasses available for near vision. On his medical application, he reported 2,707 total flight hours, with none in the preceding six months.
Aircraft Information
The 1980 Cessna 172N (serial number 17273790) was a single-engine, high-wing, fixed landing gear, four-seat airplane. It was powered by a Lycoming O-320-H2AD engine (160 hp, serial number L-1174-76T) driving a McCauley two-bladed fixed-pitch propeller. The last annual inspection was completed on October 23, 2011, at 8,268.5 total airframe hours. At the time of the flight, the airplane had accumulated 8,345.4 hours.
Meteorological Information
At 1853, an automated weather reporting facility at SSF, about 15 nautical miles north-northwest of the accident site, reported wind from 330 degrees at 9 knots, visibility 10 miles, few clouds at 2,400 feet, a broken layer at 4,300 feet, and an overcast layer at 5,000 feet. Temperature was 59°F, dew point 50°F, and barometric pressure 30.17 inches of mercury.
Communications
Radio recordings revealed normal communications. The last transmission indicated the pilot was returning to Stinson Airport.
Wreckage and Impact Information
The airplane impacted an open field, leaving an outline of wings, struts, and tires consistent with a near-vertical nose-low attitude. The main wreckage rested 41.5 feet northeast of the initial impact markings in a nose-low position. Both wings exhibited symmetric accordion crushing along their entire length. The flaps were retracted, and the fuel selector was in the "both" position. The empennage was twisted and torn aft of the cabin. Flight control continuity was established from cockpit linkage to respective controls. A wooden block found in the empennage near the flight control cables displayed gouges and rubbing; examination at NTSB laboratories indicated it was likely displaced during impact. No preimpact anomalies were detected with the airframe.
The propeller fractured from the hub, with both blades showing twisting, polishing, and chordwise scratches. The hub exhibited axial displacement, torsional shearing, and rotational smearing. The gascolator was destroyed; its screen was unobstructed. The carburetor’s throttle plate was fully open; the float bowls were hydraulically deformed, and the fuel screen was clear. The oil screen and oil filter were free of particulates. Magnetos were impact-damaged. The cabin heat shroud showed no evidence of carbon monoxide intrusion. Impact damage prevented crankshaft rotation; borescope inspection of cylinders and interior revealed no defects. No preimpact anomalies were detected with the engine.
Medical and Pathological Information
An autopsy performed by the Bexar County Medical Examiner’s Office determined the cause of death as multiple injuries, with the manner ruled accidental. Findings included presumed cardiomegaly (430 g cardiac remnant) and severe calcific atherosclerosis of the right coronary artery (left system not identified). Forensic toxicology by the FAA detected ethanol in muscle (28 mg/dL) and heart (20 mg/dL), as well as metoprolol and ranitidine in various specimens. Metoprolol is a beta-blocker for hypertension; ranitidine is for gastritis. The pilot’s medical records indicated prescriptions for Toprol, Hyzaar, ranitidine, and Flomax, and a mildly elevated hemoglobin A1C of 6.6%. Aviation Medical Examiner records showed annual EKGs from 2000 to 2003 with left axis, left anterior hemiblock, and non-specific interventricular conduction delay.
Additional Information
A wooden block consistent with an airplane chock was examined; aged oil soiling was present, but no cable patterning or machining signatures were found. Damage to the aft bulkhead likely displaced the block into the empennage during impact.
Radar data showed the airplane traveling southeast of SSF, then heading toward a ranch area where it performed three complete left-hand turns. It then tracked northwest and north before another left turn and subsequent radar loss.