History of Flight
On October 29, 2013, about 0350 central daylight time, a Cessna 172R, Canadian registration C-GRJH, owned by the Windsor Flying Club and operated by a private individual, was destroyed by a postcrash fire when it impacted runway 2C during a landing attempt at Nashville International Airport (BNA), Nashville, Tennessee. The private pilot was fatally injured. Instrument meteorological conditions prevailed. The flight's last departure point was not determined. The pilot rented the airplane from the Windsor Flying Club at Windsor Airport, Canada, on the afternoon of October 28, 2013. He reported his destination as Pelee Island Airport and departed Windsor about 1800 after filing a visual flight rules flight plan. He closed that flight plan about 2030. No additional flight plans were filed, and air traffic control records in Canada and the United States showed no communication with the pilot. Airport operations at BNA conducted an airfield inspection at about 0200 on October 29 and found no wreckage on runway 2C. At about 0845, a taxiing airplane reported wreckage on runway 2C, and airport operations discovered the wreckage about 0900. Primary radar showed an airplane arriving within 20 nautical miles of BNA Class B airspace about 0142. The airplane initially flew in circles near the outer northwest ring of Class B airspace before proceeding to the airport. About 0200, it circled above runways 2L and 2C for about 5 minutes, then traveled northwest to circle a lighted tower before returning and circling the airport for 90 minutes. At 0350, the airplane was observed over the approach end of runway 2C but did not reappear beyond the threshold.
Personnel Information
The pilot, age 45, held a Canadian-issued private pilot certificate with ratings for single-engine land and multi-engine land. He was issued a valid third-class medical certificate on July 28, 2013, and a Canadian radio telephone operator's certificate on January 8, 1990. His logbook could not be located and flight time could not be verified, but he reported to the Windsor Flying Club that he had over 100 hours of flight experience. The club's records showed his last biennial currency flight was on October 31, 2012. In the 12 months prior to the accident, the pilot accumulated about 5.6 total flight hours in the accident airplane.
Aircraft Information
The accident airplane was a Cessna 172R, serial number 17280765, manufactured in 1999. It was powered by a Lycoming IO-360-L2A engine rated at 160 horsepower. The airplane was equipped with two wing fuel tanks, each holding 26.5 gallons of usable 100 low lead aviation fuel. It was equipped for instrument flight per Canadian Aviation Regulations. An annual inspection was performed on September 10, 2013, at 6,045 hours total time; the Hobbs meter was burned beyond recognition.
Meteorological Information
Weather reported at BNA at 0153 included calm wind, one-quarter statute mile visibility, runway 02L visual range of 1,200 to 1,400 feet, fog, and vertical visibility of 100 feet above ground level. At 0234 and 0253, visibility was less than one-quarter statute mile, runway visual range 600 feet, and vertical visibility 100 feet. Around the accident time at 0353, visibility was one-quarter statute mile with a vertical visibility of 100 feet. The National Weather Service area forecast for Tennessee before the accident indicated ceilings below 1,000 feet and visibility below 3 statute miles with mist and fog.
Airport Information
Nashville International Airport was a tower-controlled, public-use airport with four concrete runways. Runway 2C was 8,001 feet long and 150 feet wide, with high intensity runway edge lights and 1,400-foot medium intensity approach lights with runway alignment indicator lights. The runway field elevation was 569.1 feet.
Wreckage and Impact Information
The airplane wreckage came to rest about 468 feet from the runway 2C threshold and was consumed by fire. The wreckage path was about 695 feet long, oriented on a heading of about 040 degrees magnetic. Two gouges resembling propeller slash marks were located about 200 feet from the threshold. Heavy soot marks began 220 feet after the initial impact point and continued to the main wreckage. The engine was found about 150 feet past the main wreckage, with the propeller and crankshaft flange separated about 120 feet to the right of the wreckage path. Both propeller blades exhibited bending opposite the direction of rotation, torsional twisting, leading edge abrasions, and chord-wise scoring. Aileron control cable continuity was confirmed, and rudder, elevator, and elevator trim cables were intact. The elevator trim actuator measured 1.25 inches, corresponding to 0 degrees trim tab deflection. Flaps were in the retracted position. The postcrash fire consumed most of the fuel system and caused major damage to the fuselage, cockpit, and engine compartments, with no discernable instruments or retrievable data. Engine examination revealed continuity of the crankshaft, valve train, and accessory drives. Cylinders appeared normal via borescope. Spark plugs were normal in color and wear; the upper vacuum pump was intact. Both magnetos were found; the right magneto produced spark when rotated.
Medical and Pathological Information
An autopsy listed the cause of death as multiple blunt force and thermal injuries. Blood carboxyhemoglobin concentration was 1.3%, not indicative of smoke inhalation. Toxicological testing detected ethanol in chest blood at 0.081 g/dL and vitreous at 0.120 g/dL. Further testing detected ethanol in muscle, lung, heart, cavity blood, liver, and brain tissue. Federal regulations prohibit aircraft operation with a blood alcohol level greater than 0.040 g/dL. No evidence of putrefaction was found. The pilot's Canadian medical records were not available. A parole report indicated a history of repeated criminal activity, and a mental health evaluation in August 2012 noted the pilot had developed a significant interest in a celebrity residing in Nashville, with letters described as having the flavor of stalking.