History of Flight
On July 22, 2013, about 1830 eastern daylight time, a Cessna 172M, registration N61954, was destroyed when it collided with terrain while maneuvering near Shannon Airport (EZF), Fredericksburg, Virginia. The private pilot was fatally injured. Visual meteorological conditions prevailed, and no flight plan was filed for the flight, which was conducted under 14 CFR Part 91 as a local personal flight.
The airplane was operated by a flight school located at EZF. A flight instructor who worked for the school stated that he had met the pilot about 3 months prior and performed a checkout flight so the pilot could rent the school's airplanes. The pilot had subsequently flown the school's airplanes several times between the checkout and the event flight.
About 1754 on the day of the flight, the pilot used the flight school's internet-based scheduling system to reserve the airplane for "pattern work." He arrived at the airport shortly thereafter. The flight instructor was preparing for an upcoming flight with another student. According to the instructor, he and the pilot had a brief conversation about work, recent flying, and weather. The pilot seemed in good spirits and behaved normally. After retrieving paperwork and keys, the pilot proceeded to the airplane.
Around that time, local law enforcement was advised by the pilot's fiancée that she believed he intended to commit suicide, based on previous interactions and a note she discovered. The fiancée arrived at the airport as the pilot was walking to the airplane. Following a brief altercation, the pilot boarded and took off. Sheriff's deputies then arrived and observed the flight along with the fiancée and instructor.
After takeoff, the pilot performed a low pass down the runway and then began maneuvering erratically near the airport. He climbed to an estimated altitude of 3,000 feet before pitching down and descending in a near-vertical attitude. During the descent, the engine sounded as if it were producing full power. The airplane impacted the ground about 200 feet northwest of the runway and erupted into flames.
Personnel Information
The pilot, age 22, held a private pilot certificate with a rating for airplane single-engine land. According to operator records, he had accumulated about 165 total hours of flight experience as of May 2013. His most recent FAA first-class medical certificate was issued on February 19, 2011, with the limitation "must wear corrective lenses."
According to personal medical records, the pilot had been diagnosed with "severe recurrent major depression" about 7 weeks prior to the accident. He was subsequently prescribed an antidepressant and advised to seek counseling.
Meteorological Information
Weather conditions reported at EZF at 1835 included 10 statute miles visibility, scattered clouds at 3,700, 4,400, and 6,000 feet, temperature 32°C, dew point 23°C, and altimeter setting 29.77 inches of mercury. Winds were not reported.
Wreckage and Impact Information
The airplane came to rest inverted, and a post-impact fire consumed the fuselage. The engine was embedded approximately 4 feet in the ground. The left and right wings were crushed aft uniformly along their entire span. Both fuel tanks ruptured, with upper wing skins covering the tanks found about 60 feet in front of the fuselage.
Partial control cable continuity was established despite fragmentation and cuts by recovery personnel. The left and right aileron bell crank assemblies were separated from the wings due to impact and fire damage. Aileron cables remained attached to the bell cranks and were continuous to the forward floor area where they were cut by first responders. The aileron carry-through cable was continuous from left to right bell cranks. Elevator control cable continuity was established from the forward bell crank (impact-separated from control column base) to the aft bell crank; one elevator cable was fractured in tension overload in the forward floor area. Rudder control cable continuity was established from the aft rudder bell crank to the forward floor area where cables were cut by first responders. Elevator trim control cable continuity was established from the aft tail cone to the forward drive chain assembly, which was separated from the fire-damaged control wheel. One trim cable was cut by first responders in the forward floor area.
The left and right fuel tanks displayed hydraulic deformation. The fuel selector handle was separated from the valve. The detent ball created a metal smear witness mark on the valve top, indicating the valve was in the "Both" position at impact.
The engine sustained significant impact damage. The top four spark plugs were removed and exhibited normal color and wear. The starter ring gear was bent aft and wrapped around the crankcase, preventing manual crankshaft rotation.
The propeller separated from the crankshaft flange at its mounting points. One blade was fractured and separated from the hub. Both blades exhibited twisting, leading edge damage, and chordwise scratches.
Medical and Pathological Information
An autopsy was performed by the Department of Health, Office of the Chief Medical Examiner, Virginia. The cause of death was listed as "blunt force trauma." The manner of death was determined to be suicide.
The FAA's Bioaeronautical Sciences Research Laboratory performed toxicological testing on the pilot. Ethanol was detected in muscle and liver samples at concentrations of 67 and 31 milligrams per deciliter, respectively. The testing also detected unquantified amounts of Citalopram and Di-N-desmethylcitalopram in the liver and muscle samples.