Flight History
On March 18, 2014, at approximately 1930 eastern daylight time, a Cessna 172K airplane, registration N46603, was substantially damaged after colliding with mountainous terrain near Elizabethton Municipal Airport (0A9) in Elizabethton, Tennessee. The private pilot and one passenger sustained serious injuries, while another passenger received minor injuries. Visual meteorological conditions prevailed, and no flight plan was filed. The flight originated from 0A9 about 1915 and was destined for Weltzien Skypark (15G) in Wadsworth, Ohio, operating as a personal flight under Title 14 Code of Federal Regulations Part 91.
According to the pilot, he had departed 15G three days earlier to fly a family friend to South Carolina. He originally planned to return the next day but was delayed by weather. On the accident day, the pilot and his passengers left South Carolina for 15G, making an unscheduled fuel stop at 0A9 after learning fuel services at their intended airport were closed. After refueling, the pilot departed runway 06 and entered the airport traffic pattern, maintaining 500 feet above ground level (agl). He exited the pattern on the left downwind leg, heading directly toward Holston Mountain, and began climbing the upslope at 500 feet per minute. Concerned the airplane would not clear the terrain, the pilot turned toward a valley to his right that appeared lower. During the turn, the airplane descended, struck trees, and then impacted the ground.
In interviews with FAA inspectors and the NTSB investigator-in-charge, the pilot stated he should have "gained more altitude" before starting the climb over the mountain. He reported no mechanical issues with the aircraft.
Pilot Information
The pilot held a private pilot certificate for airplane single-engine land. His most recent third-class medical certificate was issued on May 4, 2013. He reported 90 total flight hours, with 10 hours in the accident airplane make and model.
Aircraft Information
The airplane, manufactured in 1968, was equipped with a Lycoming O-320-E2D, 150-horsepower carbureted reciprocating engine. The most recent 100-hour inspection was completed on November 20, 2013; the engine was last overhauled on September 9, 2007. At the time of the accident, the engine had accumulated 6,688 total hours and 61 hours since the last inspection.
Meteorological Information
The recorded weather at 0A9, about 3 nautical miles south of the accident site, at 1856 included calm wind, clear skies, 10 miles visibility, temperature 13°C, dewpoint 4°C, and an altimeter setting of 29.95 inches of mercury.
Wreckage and Impact Information
The airplane came to rest on its left side about 3,000 feet above mean sea level (msl) in a wooded area, oriented on a 221-degree heading; the debris path was on a 141-degree heading. All major components were accounted for. A section of the fuselage was bent downward and partially separated just aft of the main cabin. The vertical stabilizer and left horizontal stabilizer remained attached to the empennage, which was co-located with the main wreckage. The right horizontal stabilizer, with its elevator attached, was found about 200 feet from the main wreckage. Both wings were attached to the fuselage and had leading-edge crush damage along their entire length; the right wing was bent upward about 45 degrees. Both propeller blades remained attached to the hub: one exhibited S-bending with polishing and chordwise scratching; the outboard section of the other blade was bent and the tip was fractured and separated.
Control continuity was traced from the cockpit to each flight control surface. The flap actuator measured 0 degrees, consistent with a flaps-retracted position. The engine was recovered and examined. Crankshaft and valvetrain continuity were confirmed, and thumb compression was obtained on all cylinders. Spark plugs showed normal wear except two bottom plugs that were oil-soaked. Both magnetos rotated freely and sparked normally on all leads. The fuel strainer contained fuel and was free of debris; the carburetor fuel inlet screen was also clean with no fuel stains.
Additional Information
The distance from the airport traffic pattern to the top of the mountain was about 1.8 nautical miles, and the mountain peak elevation was about 3,000 feet msl. At 78 knots, the airplane would cover 1.8 nautical miles in 1 minute 23 seconds, but at a 500 feet per minute climb rate, it required 1 minute 48 seconds to reach 3,000 feet. The density altitude at departure was about 1,800 feet.
According to the FAA publication "Tips on Mountain Flying" (FAA-P-8740-60), a normally aspirated engine loses 3% of its power per 1,000 feet of density altitude increase; wings and propeller also become less efficient in less dense air. The FAA recommends that pilots cross mountain passes at an altitude at least 1,000 feet above the pass elevation.