History of Flight
On May 3, 2015, at 1134 eastern daylight time, a Cessna 172G, N3969L, impacted terrain and an airport perimeter fence during initial climb at Penn Yan Airport (PEO), Penn Yan, New York. The airplane was operated as a 14 Code of Federal Regulations Part 91 personal flight. The student pilot was fatally injured, and the airplane sustained substantial damage. Visual meteorological conditions prevailed, and no flight plan was filed. The flight originated from Finger Lakes Regional Airport (0G7), Seneca Falls, New York, about 1115.
On the morning of the accident, the pilot contacted flight service and requested a weather briefing for a flight from PEO to Oswego County Airport (FZY), Fulton, New York. The briefer advised of current conditions, forecast sky conditions, and NOTAMs.
Airport security video showed the airplane taxiing at PEO about 0800. A handheld GPS recorded positions: at 0818, the airplane was about 22 nm northeast of PEO; over the next 17 minutes, three more positions were recorded, the last at 0835 showing the airplane about 3 nm south of FZY. At 0944, the airplane was about 2 nm southwest of FZY; over the next 17 minutes, three more positions were recorded, the last about 5 nm northeast of 0G7.
The airplane arrived at 0G7, where the pilot spoke with his mechanic about an ongoing issue with water contamination of the fuel. They drained about 1 quart of fuel through the fuel strainer until clear. The mechanic inspected the right main landing gear, relubricated the wheel bearings, and reinstalled the wheel and tire, noting no discrepancies. The pilot departed 0G7 about 1100 en route to PEO. Three GPS positions were recorded starting at 1117; the final at 1129 showed the airplane about 2 nm southeast of PEO.
PEO video showed a high-wing airplane on approach to runway 19 at 1131. A second approach at 1134 showed the airplane crossing the threshold at a significantly higher altitude. The video could not determine if the airplane touched down during either approach.
A pilot-rated witness observed the airplane in the traffic pattern for runway 19. On the second approach, as the airplane turned left from base leg, it was in a "very aggressive slip." He estimated the wind from about 320° and greater than 10 knots. On final, the airplane appeared high and fast, about 100 to 150 ft above the ground crossing the threshold, then appeared to "float" down the runway. He lost sight behind terrain and obstructions. He noted flaps appeared fully extended, propeller rotating, and engine sounded at idle.
Another witness on a golf course adjacent to the airport near the runway midpoint saw the airplane almost abeam his position, looking like it was taking off. The engine sounded normal, and climb appeared normal until about 50 ft, then the airplane began climbing at a faster rate and banked left, appearing higher and climbing faster than others he had seen. It then descended while continuing the left banking arc, as if the left wing was "tied to the ground with a string."
Personnel Information
The pilot held a student pilot certificate and FAA third-class medical certificate issued January 20, 2014, with the limitation "Must wear corrective lenses." Flight logs were not recovered.
According to the flight instructor, the pilot began training about one year before the accident, all in the accident airplane. The instructor endorsed the pilot for solo around October 2014. After a winter hiatus, training resumed in March 2015, and the instructor provided an additional 90-day solo endorsement. The instructor was not aware the pilot had flown solo to FZY and 0G7 that morning. The instructor estimated the pilot had accumulated 40 total hours. The instructor reported the pilot generally performed well landing but landings were his weakest area. They practiced go-arounds from full-flap configuration, and the pilot excelled. The instructor thought it important to fly in strong crosswinds, which delayed initial solo. Their last flight together was April 29, a cross-country to Zelienople, Pennsylvania. The instructor noted no mechanical discrepancies during his flights.
Aircraft Information
The pilot purchased the airplane in May 2014. Maintenance logbooks showed new main and nose landing gear tires installed May 15, 2014, at 4,558 flight hours. The most recent annual inspection was completed August 17, 2014, at 4,575 flight hours and 784 hours since engine overhaul. An airframe log entry on the accident day noted right main landing gear wheel bearing and brake pads installed, and wheel bearing regreased and reinstalled. At the accident, airframe total flight hours were 4,625.
Meteorological Information
The 1135 weather observation at PEO included wind from 310° at 8 knots, 10 statute miles visibility, clear skies, temperature 73°F, dew point 37°F, and altimeter setting 30.08 inches of mercury.
Wreckage and Impact Information
The airplane came to rest upright with the right wing on the airport perimeter fence, about 300 ft left of runway centerline and about 2,800 ft from the runway 19 approach threshold. All major components were accounted for. Disturbed soil and ground scars extended from the initial impact point oriented on a magnetic heading of 145°. A piece of left wing navigation light was located about 20 ft from initial impact. About 15 ft further, a ground scar oriented 90° to the path, about the length of the propeller diameter. About 2 ft further, an impact crater 3 ft wide and 8 ft long contained paint chips and windscreen fragments. The main wreckage rested oriented on a magnetic heading of about 340°.
The propeller remained attached to the crankshaft flange; both blades displayed s-bending, chordwise scratching, and leading-edge gouging. The engine remained partially attached by mounts. The nose landing gear fractured and separated at the firewall attachment point. The nose section from the firewall forward separated from the fuselage on both sides; the windscreen fractured and separated. The outboard portion of the left wing deformed upward with aft crush damage consistent with ground contact. The right wing had a concave depression and was deformed aft outboard of the wing strut.
First responders observed fuel leaking from the left wing near the vent tube and drained about 7 gallons from the left tank and about 10 gallons from the right tank. Fuel samples from both tanks displayed color and odor consistent with automotive gasoline. A trace amount of water was detected in the sample from the left wing and in fuel recovered from the carburetor float bowl.
Flight control continuity was established from each control surface to the cockpit. The elevator trim tab actuator position was consistent with 5° to 10° of tab deflection in the nose-up direction. The flap actuator extension was consistent with a 40° flap extension. Front seat tracks and roller brackets were within prescribed limits. The left seat positioning rod was found bent forward about 1 inch from the engagement end.
The engine crankshaft was rotated by hand; continuity was confirmed from valve and powertrains to rear accessory gears. The oil screen and paper filter element were unobstructed and free of metallic contamination. Spark plugs were removed; No. 6 cylinder plugs displayed black-colored, carbon-type fouling. Thumb compression was confirmed on all cylinders. The fuel strainer screen and carburetor inlet screen were free of debris. Carburetor floats were intact, both displaying concave, inward, uniform deformation. Magnetos were actuated by hand, and spark was observed at each terminal lead.
Additional Information
According to the 1966 Cessna Model 172 and Skyhawk Owner's Manual, "Slips are prohibited in full flap approaches because of a downward pitch encountered under certain conditions of airspeed and sideslip angle." The manual also stated that "In a balked landing (go-around) climb, the wing flap setting should be reduced to 20° immediately after full power is applied," and that "Flap settings of 30° to 40° are not recommended at any time for takeoff."
Medical and Pathological Information
An autopsy performed by Geneva General Hospital Laboratory reported the cause of death as "crash related injuries." The autopsy also identified significant coronary artery disease with a heart weight of 510 grams. The right ventricle was 0.5 cm thick, and the left ventricle was 1.5 cm thick. All three main coronary arteries were narrowed at least 50% and up to 75% by atherosclerosis, but there were no areas of scarring from previous heart attacks. The liver and stomach were mildly inflamed.
Toxicological testing by the FAA's Civil Aerospace Medical Institute was negative for ethanol, carbon monoxide, and drugs.