History of Flight
On May 5, 2012, about 1230 eastern daylight time, a Cessna 177B, registration N34539, was substantially damaged when it impacted the ground following the pilot's loss of airplane control during climb out from an aborted landing at Cherry Ridge Airport (N30), Honesdale, Pennsylvania. The certificated private pilot was fatally injured. Visual meteorological conditions prevailed. No flight plan was filed for the flight, which originated at Sullivan County International Airport (MSV), Monticello, New York. The personal flight was conducted under 14 Code of Federal Regulations Part 91.
Several witnesses stated that the airplane completed three traffic pattern approaches to runway 18. Two witnesses, a student pilot and a flight instructor, had just finished traffic pattern work to runway 36. All witnesses who observed the windsock noted it indicated winds from the north or northwest. The flight instructor estimated wind velocity at about 10 knots, and another witness stated the windsock was mostly "straight out."
Witnesses reported that the airplane completed the first two approaches as low approaches resulting in go-arounds. During the second go-around, the flight instructor saw that when the airplane was about 200 feet above the runway, it was climbing at an "unusually high" angle of attack.
The flight instructor further stated that as the airplane approached the runway a third time, it appeared "unusually fast." It commenced a landing flare past the runway identification numbers, and "floated a long way" until it "forcefully" touched down nose-wheel-first, then porpoised several times. Just past the windsock, engine power was applied, and the airplane's nose pitched up in excess of 20 degrees. The airplane subsequently stalled and began a spin to the left, completing a 180-degree rotation before hitting the ground with no adjustments to engine power.
Another witness noted that during the accident sequence, the nose of the airplane pitched up about 45 degrees or greater until it reached an altitude of 200 to 300 feet above the runway. It then appeared that the left wing stalled, and the airplane turned to the northeast, descending to the ground with power on.
Airport Information
The airport had one asphalt runway, 18/36. Runway 18 was 2,986 feet long and 50 feet wide, with a displaced threshold of 519 feet. A windsock was located about 1,200 feet from the departure end of runway 18. There was no control tower or recorded communications. Airport elevation was 1,357 feet.
Personnel Information
The pilot, age 67, held a temporary private pilot certificate that stated, "Student privileges only. Passenger carrying prohibited." The certificate was one in a series of temporary certificates issued by the FAA Allentown Flight Standards District Office following a previous accident at N30 on October 10, 2011. The first temporary certificate was issued on January 18, 2012, and the latest certificate was due to expire on May 15, 2012. The certificates were issued so that the pilot could prepare for a 49 USC 44709 check ride.
The pilot's previous accident, NTSB number ERA12CA020, involved a previous Cessna 177B that he had owned and was landing on runway 36. According to that accident report, the pilot reported the airplane was a "little too fast" on final approach, and after touchdown, he added power to go around, raised flaps, but collided with trees.
The pilot's logbook was not recovered; however, according to the Pilot/Operator Report from the first accident, as of December 26, 2012, the pilot reported 300.7 total flight hours, with 100.7 hours in make and model. FAA records indicated the pilot's latest third class medical certificate was issued on July 9, 2010.
Aircraft Information
The pilot's previous airplane was a Cessna 177B, N34218. The accident airplane, also a Cessna 177B, was registered to the pilot on February 27, 2012. The logbooks were not located, but according to a work order, the airplane's latest annual inspection occurred on February 21, 2012. No hours were listed on the work order.
Meteorological Information
Weather reported at an airport 24 nautical miles to the south at 1239: calm wind, visibility 10 statute miles, few clouds at 2,400 feet, broken clouds at 3,100 feet, overcast at 6,500 feet, temperature 18°C, dew point 13°C, altimeter 30.01 inHg. Airport elevation 1,915 feet.
Weather reported at MSV, 24 nautical miles northeast at 1235: wind from 120° true at 7 knots, visibility 9 statute miles, few clouds at 2,600 feet, scattered at 3,400 feet, broken at 4,100 feet, temperature 18°C, dew point 14°C, altimeter 30.00 inHg. Airport elevation 1,403 feet.
Wreckage and Impact Information
The wreckage was located about 200 feet left of runway 18, abeam the runway 36 identification markings, near 41°30.8'N, 075°15.0'W. Ground scars matched left wing and engine positions and indicated an airplane heading at initial impact of about 020° magnetic. The nose came to rest displaced about 10 feet right of the initial impact point, heading about 360° magnetic.
All flight control surfaces were accounted for, and control continuity was confirmed. The outboard 7 feet of the left wing were separated from the rest, and the outboard 4 feet of each wing were crushed aft, with greater crush toward the wingtips. The tail section was bent slightly to the right. Both propeller blades exhibited S-bending, chordwise scratching, and blade tip curling, consistent with engine power at impact.
Medical and Pathological Information
An autopsy performed on the pilot at Forensic Associates of Northeast Pennsylvania noted the cause of death as "multiple traumatic injuries secondary to an airplane accident." Toxicological testing by the FAA Forensic Toxicology Research Team detected diphenhydramine in liver and blood (0.353 ug/ml, ug/g). The FAA Civil Aeronautical Medical Institute reports diphenhydramine as a common over-the-counter antihistamine with potential impairment of mental and/or physical ability. The FAA Guide for Aviation Medical Examiners states only non-sedating antihistamines may be used while flying, and only if symptoms are controlled without adverse side effects after an adequate trial period.
Additional Information
Federal Air Regulation 61.53 prohibits acting as pilot in command while knowing of a medical condition or taking medication that would prevent meeting medical certificate requirements. FAR 91.17 prohibits acting as a pilot crewmember while using any drug that affects faculties contrary to safety.