History of Flight
On June 23, 2012, about 1513 Pacific daylight time, a Cessna 172 (N5781A) was substantially damaged when it collided with trees and terrain during takeoff initial climb from Crow-Mag Airport (33OR), near Veneta, Oregon. The commercial pilot and three passengers were fatally injured. The flight was operated under Title 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions prevailed, and no flight plan was filed. The local flight was originating at the time of the accident.
Several witnesses reported hearing the airplane takeoff. They stated that the engine sounded normal and then suddenly stopped. One witness, south of the runway, saw the airplane fly over 100-foot tall trees at about 200 feet above ground level, with the engine sounding normal. He momentarily looked away, heard the engine stop, and saw the airplane descend into the trees.
A friend of the pilot reported that the purpose was a scenic tour for the three passengers. The accident flight was the first of the day, and the airplane had flown about 1.7 hours since refueling in Cottage Grove, Oregon.
Personnel Information
The pilot, age 41, held a commercial pilot certificate with ratings for airplane single-engine land and sea, multi-engine land, rotorcraft helicopter, glider, and instrument airplane and helicopter. A second-class medical certificate was issued on August 23, 2011, with no limitations. The pilot reported 1,600 total flight hours. His most recent logbook was not located.
Aircraft Information
The four-seat, high-wing, fixed-gear airplane (serial number 28381) was manufactured in 1956. It was powered by a Continental O-300-A engine (145 horsepower) and a McCauley fixed-pitch propeller. The empty weight was 1,331.50 pounds, and maximum gross weight was 2,200 pounds. The most recent annual inspection was completed on August 1, 2011, at airframe total time 6,162.56 hours and engine time since major overhaul 1,170 hours. The engine was overhauled on April 2, 1978, and installed on the accident airplane on June 1, 1997.
Using reported weights, the investigator-in-charge calculated the airplane weight at about 2,139 pounds at the time of the accident, within center of gravity limits. The Pilot's Operating Handbook contained no performance charts for takeoff from a turf runway.
Meteorological Information
Weather at Mahlon Sweet Field Airport (8.6 miles northeast) at 1454: wind 260° at 14 knots, visibility 10 statute miles, few clouds at 4,000 feet, scattered at 7,000 feet, broken at 22,000 feet, temperature 16°C, dew point 8°C, altimeter 29.86 inches of mercury. Remarks included cumulonimbus clouds northwest and showers west. According to an FAA Special Airworthiness Information Bulletin on carburetor icing prevention, the temperature and dew point were conducive to serious icing at glide power.
Airport Information
Crow-Mag Airport is a private airport with a single 3,200-foot turf runway (15/33), elevation 450 feet msl. The owner reported mowing the runway to about 3 inches, last mowed two days prior. Multiple rain showers had occurred, and the grass was damp.
Wreckage and Impact Information
Debris and broken tree limbs were scattered about 80 feet along an approximate 174° magnetic heading from a cluster of scraped and broken trees. The right wing was lodged in a tree about 70-75 feet agl. The main wreckage came to rest inverted, oriented about 235° magnetic. The left wing leading edge was crushed aft near the lift strut attach point. The left wing fuel tank contained no fuel; a blue stain was observed. The right wing was separated; the fuel tank was dislodged with multiple holes, and about 2 gallons of fuel were removed. The fuselage cabin area was compressed. Flight control continuity was established; cable separations were consistent with overload.
The cockpit controls: throttle in idle position and bent downward; mixture full rich; primer in and locked; carburetor heat pulled out about halfway; magneto key in "both"; fuel selector in "both"; flap handle stowed (flaps up).
The engine remained attached via one mount; the carburetor was partially separated. Top spark plugs had dark gray deposits with normal wear. The carburetor fuel screen was free of debris. An engine run test was performed after repairing the carburetor mount; the engine ran up to 1,700 rpm with no anomalies. A magneto check at 1,200 rpm showed no anomalies. The postaccident examination revealed no evidence of mechanical malfunctions or failures that would have precluded normal operation.
Medical and Pathological Information
The Lane County Coroner conducted an autopsy and determined the cause of death as blunt force chest trauma. The FAA's Civil Aeromedical Institute performed toxicology tests: tetrahydrocannabinol (marijuana) was detected in lung (0.1831 µg/ml, µg/g), not detected in aortic blood; tetrahydrocannabinol carboxylic acid was detected in aortic blood (0.0068 µg/ml, µg/g) and lung (0.0058 µg/ml, µg/g). According to the NTSB medical officer, marijuana is a psychoactive drug with mood-altering effects, and impairment can occur at low levels.
Tests and Research
An iPhone from the wreckage contained a 23-second video recording taken at 1512 from inside the airplane. The video showed the takeoff roll, the instrument panel, and after about 13-14 seconds, only the tops of pine trees and partly cloudy sky were visible. A mechanical chattering sound, similar to a stall warning horn, was heard about 15 seconds in. Throughout the video, the engine sound was consistent and did not change. The tachometer displayed about 2,300 rpm and a tachometer time of 1,576.87 hours. The oil pressure gauge indicated about 50 psi.