History of Flight
On June 21, 2013, about 1340 eastern daylight time, a Cessna 172M, N9926Q, impacted terrain during takeoff at Oakland County International Airport (KPTK), Waterford, Michigan. The pilot and three passengers were fatally injured. The airplane was destroyed. The airplane was registered to and operated by Flight 101, LLC, under 14 CFR Part 91 as a personal flight. Visual meteorological conditions prevailed, and no flight plan was filed. The local flight was originating at the time.
According to FAA records, the pilot contacted KPTK ground control at 1328, requesting taxi instructions for a VFR flight to the west. At 1338, KPTK local control cleared N9926Q for takeoff on runway 09L from intersection M. Control tower personnel observed the airplane lift off and climb to about 100 feet. At 1340, the pilot advised he was "a little overweight" and needed to return and land. He was cleared to land on runway 09R or grass. No further transmissions were received. The airplane was seen impacting the ground, followed by a post-crash fire.
Several witnesses reported observations. One witness in a nearby hangar heard engine trouble, saw the airplane at about 100 feet with the engine "spitting and sputtering," crabbing about 30 degrees. The engine became quiet, regained power, then sputtered again. The airplane descended nose-down and impacted. Another witness, a pilot, saw N9926Q lift off and noted it was not climbing as expected with flaps extended. He heard the pilot's overweight call and saw the airplane about 100-200 feet over the threshold of runway 27R with "shaky" wings. The left wing dipped, the airplane struck the ground with the left wing, pivoted 180 degrees, and a fireball erupted 3-5 seconds after impact.
Personnel Information
The pilot, age 19, enrolled in Western Michigan University's Part 141 flight school on August 28, 2012, flying Cirrus SR20 exclusively. He received his private pilot certificate with airplane single-engine land rating on May 2, 2013. He held a first-class medical certificate dated October 9, 2012, with a corrective lenses limitation. He had been accepted as a midshipman at the United States Naval Academy. The accident occurred just over a month after certification. The pilot's logbook was never located. According to FAA and WMU records, at his practical test on May 2, 2013, he had logged 52.3 hours total time, including 42.2 hours dual. He reportedly flew a Cessna 172 for a few hours in Florida, but this was unsubstantiated.
Aircraft Information
N9926Q, serial number 17265870, was built by Cessna in 1976. It was powered by a Lycoming O-320-E2D engine rated at 150 horsepower, driving a McCauley 2-blade fixed-pitch propeller. The last annual and 100-hour inspections were conducted on May 23, 2013, at tachometer time 3,467.3 hours. At that time, airframe and engine had 17,949.3 and 13,016.8 hours respectively, with 2,352.8 hours since last engine major overhaul. At the accident site, tachometer read 3,539.5 hours.
Meteorological Information
KPTK's ASOS at 1321 reported: wind 130 degrees at 6 knots; visibility 10 statute miles; sky 9,000 feet scattered, ceiling 15,000 feet broken, 25,000 feet overcast; temperature 28°C; dew point 17°C; altimeter 30.17 inches of mercury.
Aerodrome Information
Oakland County International Airport is about 5 miles west of Pontiac, Michigan, at elevation 981 feet msl. It has three runways; N9926Q was taking off on runway 09L-27R (5,676 x 100 feet, asphalt). Takeoff began from intersection M, providing 5,320 feet of runway.
Wreckage and Impact Information
The airplane impacted terrain slightly left and past the departure end of runway 09L at coordinates 42°40.035'N, 83°24.742'W. Impact was nose-low, left wing-low. A ground scar 7 feet long by 4 feet wide extended on a heading of 060°. The airplane rotated 180° and came to rest on heading 300°. The cockpit was consumed by post-impact fire. Seat belt and shoulder harness webbing was burned away. The propeller blades showed chordwise and spanwise scratches; one blade separated at mid-point and was bent 90° forward. The flap handle was burned; flap gage read 0° but needle was free. Wing flaps were full down. Actuator measurement equated to 40° flaps. Elevator trim tab measured 0 to 5° tab up. Instrument readings after cleaning soot: airspeed 0 KIAS; heading indicator 245°; altimeter 2,660 feet with Kollsman 30.15 inHg; tachometer 0 rpm with recorder 3,539.5 hours. Master switch ON; magnetos on BOTH (key broken). Fuel selector handle separated from valve; valve not located. ELT activated on impact and was turned off by first responders. Control continuity was established. No evidence of pre-impact airframe, power plant, or propeller malfunction or failure.
Medical and Pathological Information
Autopsy attributed the pilot's death to thermal injuries. Specks of soot were found in the trachea. The only significant injury was a closed fracture of the left ankle. Oakland County toxicology found less than 1% carboxyhemoglobin. FAA toxicology revealed no carbon monoxide in blood, no ethanol in vitreous, and 33.8 µg/ml salicylate (aspirin) in urine.
Weight and Balance
Cessna's technical representative calculated: empty weight 1,471.5 pounds; occupants 683 pounds; estimated fuel 144 pounds; estimated gross weight 2,298.5 pounds. Maximum allowable gross weight is 2,300 pounds. The airplane had been fueled to capacity before a prior renter-pilot flew it about two hours.
Flap System Considerations
The pilot's majority of flight experience was in Cirrus SR20, which uses a three-position flap switch with detents and indicator lights; takeoffs normally use 50% flaps. The Cessna 172M uses a spring-loaded switch held until desired setting (0-40°), indicated by a gage; takeoffs are normally flaps up. The Cirrus SR20 preflight requires checking flaps at 0, 50%, 100%; the Cessna 172M preflight does not require flap extension.