History of Flight
On September 8, 2014, about 1645 eastern daylight time, a Cessna 172K, registration N79438, was substantially damaged when it impacted a parked railroad freight car and then terrain in Selkirk, New York. The flight instructor and a sport pilot (receiving instruction for her private pilot certificate) were fatally injured. Visual meteorological conditions prevailed, and the airplane, which had just departed South Albany Airport (4B0), Selkirk, New York, was not operating on a flight plan. The instructional flight was conducted under 14 CFR Part 91.
According to a witness, the pilots stated they were going to fly to Columbia County Airport (1B1), Hudson, New York, and that the sport pilot would practice maneuvers for her upcoming practical test. The witness heard a normal engine run-up and what seemed like a normal takeoff from runway 19. Shortly after, the engine shut off, then restarted after a second, followed by a loud crash.
A second witness saw the airplane take off from runway 19. When it reached about 100 feet altitude, the engine experienced a total loss of power. A few seconds later, a possible engine restart was heard, then a loud bang.
A third witness, standing about three-quarters down the runway, observed a normal takeoff. At about 100 feet, the engine completely lost power. The airplane leveled, the engine restarted, and the airplane continued climbing past the runway end. The engine then ran rough, and the airplane banked right. As it continued banking, the engine lost most of its power, and the airplane descended in a bank before disappearing below a tree line, followed by a loud bang.
Personnel Information
The flight instructor, age 48, held a commercial pilot certificate with airplane single-engine land, multiengine land, and instrument ratings, as well as a flight instructor certificate. His most recent FAA first-class medical certificate was issued November 13, 2012, at which time he reported 1,600 flight hours. Pilot logbook pages provided by a family member indicated a total of 1,808 hours as of June 23, 2014. Time in type and model could not be determined.
The pilot under instruction, age 61, held a sport pilot certificate. An FAA inspector photographed her logbook, showing 188 total hours, with 81 hours in make and model. She received an FAA third-class medical certificate on July 13, 2013.
Airport Information
South Albany Airport had a single runway, designated 1/19, 2,853 feet long and 60 feet wide, with an elevation of 196 feet. A railroad switching yard was located at the end of runway 19. The taxiway in front of the airport office was about 550 feet from the beginning of the runway.
Aircraft Information
The Cessna 172K was powered by a Lycoming O-320 engine driving a two-bladed metal propeller. The latest annual inspection was completed June 28, 2014, at 10,639 hours in service. According to the Owner's Manual, with approximate ambient conditions and depending on weight, takeoff distance would have been minimally about 900 feet.
Meteorological Information
Weather recorded at an airport about 11 nautical miles northeast at 1651 included a few clouds at 6,000 feet, 10 statute miles visibility, winds from 160 degrees true at 10 knots gusting to 14 knots, temperature 24°C, dew point 9°C, and altimeter setting 30.32 inches Hg. A carburetor icing probability chart indicated serious icing at glide power for the ambient temperature and dew point.
Wreckage and Impact Information
The airplane came to rest in the railroad yard next to a line of double-deck covered rail car automobile carriers. Coordinates were approximately 42°33.3'N, 073°50.1'W. One rail car had white paint transfer marks on its roof and side matching damage on the underside of the left wing and left wing strut. The side of the rail car also had an indented area with a portion of the left side engine shroud embedded.
The airplane sustained significant fore-to-aft crush damage to the engine compartment. All flight control surfaces were located at the site, and control continuity was confirmed. Propeller blades had leading edge damage and chordwise gouges.
The fuel selector was found in the "Both" position; however, a first responder reported moving it but could not recall direction. The carburetor air heat knob was found pulled out (ON position).
The left wing fuel cap was hanging by its retaining chain, but first responders advised it had been unscrewed to stem a fuel leak. No paint chipping consistent with flapping during flight was observed.
Both wing fuel tanks contained blue fuel, absent of water and debris. The gascolator was destroyed. The single fuel vent initially seemed blocked but was found clear after removal. Rubber vent coverings on both vented fuel caps were pliable and in good condition.
The engine did not exhibit any mechanical anomalies that would have precluded normal operation. Crankshaft continuity, cylinder compression, and spark were confirmed. All spark plug electrodes were gray except the bottom No. 3 cylinder plug, which was oil-soaked. Compared to a Champion Aviation Check-A-Plug card, the seven non-soaked plugs appeared normal.
The carburetor was separated at the oil sump flange; the throttle arm was broken on the throttle arm side of the throttle plate. The fuel line to the carburetor inlet was broken about 14 inches from the inlet. The carburetor bowl was separated; no measurable fuel was found in the bowl, but a small amount was in the accelerator pump cavity. Fuel tested negative for water. The carburetor float mechanism and mixture needle operated normally when tested with air.
No recording devices were onboard. The witness by the airport office did not hear any radio transmissions, and the office radio had no recording capability.
Tests and Research
Security cameras at the airport captured portions of taxi and takeoff but not the event. One recording showed the airplane being pulled out, pilots entering, engine start, taxi to run-up position, run-up, and taxi away. Timing derived from the video: startup to initial taxi took 55 seconds; engine run-up 3 minutes 51 seconds; taxi from run-up area to takeoff roll 2 minutes 46 seconds; takeoff roll from left to right side of frame 3 seconds; witness entering frame after crash 32 seconds.
Another Cessna 172 with the same engine model was used to determine approximate times from fuel shut-off to engine stop: at idle, about 48 seconds; at 1,700 rpm (run-up), about 18 seconds; at full power, about 9 seconds.
Medical and Pathological Information
Autopsies performed on both pilots at Albany Medical Center stated cause of death as multiple traumatic blunt force injuries, manner of death accident. Toxicological testing at the FAA's Civil Aerospace Medical Institute found no anomalies for the flight instructor. For the sport pilot, results included diphenhydramine, etomidate, lidocaine, rosuvastatin in liver and heart blood; ibuprofen in heart blood; and atropine in liver and kidney samples. Diphenhydramine is an antihistamine; ibuprofen an analgesic; rosuvastatin reduces cholesterol (the pilot reported the latter two on her FAA medical application). Lidocaine, etomidate, and atropine are consistent with medical intervention.