History of Flight
On January 3, 2016, about 1840 central standard time, a Cessna 172N airplane, N5104D, impacted terrain near Wayne, Nebraska. The airplane sustained substantial damage and the private rated pilot was fatally injured. The airplane was registered to and operated by a private individual under 14 Code of Federal Regulations Part 91 as a personal flight. Instrument meteorological conditions prevailed at the destination airport and the airplane was not on a flight plan. The flight originated from Columbia Regional Airport (KCOU), Columbia, Missouri, about 1540 and was en route to Sioux Gateway Airport/Col. Bud Day Field (SUX), Sioux City, Iowa.
The pilot had flown from McKellar-Sipes Regional Airport (KMKL), Jackson, Tennessee, to KCOU. According to KCOU personnel, the pilot requested the airplane be "topped off" and it was fueled with about 26 gallons of fuel. While there, the pilot contacted Flight Service Station (FSS) via telephone for a weather briefing. He stated he wanted to conduct a visual flight rules (VFR) flight from KCOU to KSUX, indicating his vehicle and work were in Sioux City. During the conversation, the pilot was informed that weather at KSUX was instrument flight rules (IFR) conditions and expected to remain so. The briefer discussed alternatives, such as flying VFR over the cloud layer and descending into Wayne Municipal Airport (LCG), Wayne, Nebraska, to rent an automobile. Cloud tops en route were reported as 2,500 to 4,500 ft above ground level (agl). The briefing noted general areas of IFR and VFR conditions.
As the pilot neared Sioux City, the air traffic controller reported IFR conditions at Sioux City airport. Weather at KLCG was reported as 10 miles visibility with scattered clouds at 200 ft agl, so the pilot decided to land there. Shortly after starting descent to KLCG, radar and radio communications were lost with the pilot.
A search located the airplane wreckage in a field, about eight miles east of KLCG.
Personnel Information
The pilot held a private pilot certificate with rating for airplane single-engine land; there was no record of him holding an instrument rating. He was issued a third class medical certificate and student pilot certificate on August 13, 2014.
A review of the pilot's logbook revealed the last entry was dated November 11, 2015, and he had accumulated 111.7 total flight hours, with 109.2 in the accident airplane.
Aircraft Information
The Cessna 172 is a high-wing, single-engine airplane with fixed landing gear, powered by a reciprocating Lycoming four-cylinder O-320 engine and a fixed pitch propeller. A review of maintenance records revealed the last annual inspection was completed on January 1, 2015, with an airplane total time of 11,925.8 hours, an engine total time of 7,868.2 hours, and 1,487.7 hours since overhaul. The panel Hobbs meter read 1,251.3 hours. FAA records revealed the pilot purchased the airplane on August 25, 2014, but had not updated the registration.
Meteorological Information
At 1815, the automated weather observing system (AWOS) at KLCG, about 7 miles northwest of the accident site, recorded: wind calm, 10 miles visibility, clear sky below 12,000 ft, temperature 9°F, dew point 7°F, barometric pressure 30.42 inches of mercury. At 1855, the station recorded wind from 010° at 4 knots, 10 miles visibility, overcast sky at 200 ft, temperature 10°F, dew point 9°F.
No SIGMET or Center Weather Advisories were valid for the accident site at the accident time. An AIRMET Sierra issued at 1445 was valid, forecasting IFR conditions with ceilings below 1,000 ft agl and visibility below 3 miles in mist, continuing through 2100 to 0300 the following day.
A pilot-rated witness about one half mile west of the accident location reported temperature 15°F and freezing fog. The clouds appeared cumulus and were on the ground as he drove through them. Visibility quickly reduced from more than 6 statute miles to less than ¼ statute mile.
The pilot's FSS briefing advised of IFR conditions near the destination and forecast IFR conditions. The opportunity to fly VFR over the cloud layer was discussed, along with monitoring weather en route.
Wreckage and Impact Information
On-site examination revealed the right wing impacted an open area of a snow-covered, harvested corn field. The wreckage path consisted of a large crater, then small fragments, then the main fuselage, which came to rest inverted, facing the wreckage path direction. Both wings had heavy leading edge damage; the main cabin was severely crushed; the empennage sustained minimal damage and was nearly severed aft of the baggage area. The engine and front cowling had heavy impact damage; the two-bladed propeller remained attached. No post-crash fire occurred.
Aileron continuity was established at each wing bellcrank, but cables were bound by airframe damage. Elevator and rudder continuity was established to their control surfaces. The flap actuator measured 1.25 inches extended, corresponding to flaps retracted. The carburetor was broken from its mount but remained attached by controls. Residual fuel in carburetor and gascolator appeared clear of contaminants; the gascolator screen was clear.
The instrument panel had heavy impact damage; the attitude indicator was partially crushed, with scoring on the gyro and housing.
The Hobbs meter on scene read 1,311.5 hours.
The airplane was recovered to a salvage yard; the engine was examined by the NTSB with technical representatives from engine and airframe manufacturers. The engine, firewall, and part of the instrument panel had been separated from the airframe for recovery. The engine was rotated by hand; continuity was established to the accessory section, crankshaft, and valve train. Pieces of the dual magneto were recovered but impact damage prevented complete examination.
Top spark plugs exhibited light colored combustion deposits and worn-out normal signatures per the Champion check-a-plug chart. The oil pump screen was clear. The carburetor, separated from the engine, was disassembled; floats had signatures consistent with hydraulic compression. The fuel filter screen was absent debris and contamination.
No pre-impact abnormalities were noted during airframe or engine examinations.
Communications
A review of air traffic control communications revealed that shortly after departing KCOU, the pilot requested and received VFR flight following. As the flight neared its destination, the pilot was in contact with Sioux City approach control. Over several minutes, the controller asked about flight conditions; the pilot reported clear above clouds with visibility of 15 to 10 miles. The controller asked to be informed when ground contact was obtained. The pilot later reported descending toward the south, stating he was getting fairly close but had not seen the ground. At 2,000 ft, he reported not identifying the ground. The controller noted a scattered layer at Wayne at 200 ft as of 10 minutes earlier. The pilot queried whether the ceiling was 200 ft, and the controller clarified it was scattered. The controller then reported losing radar contact; the pilot acknowledged. About half a minute later, the controller asked if the pilot was still on frequency; there were no additional communications.
Medical and Pathological Information
An autopsy conducted by Pathology Medical Services of Siouxland, PC, Sioux City, Iowa, determined the cause of death as "multiple acute blunt force traumatic injuries." Toxicological testing by the FAA Bioaeronautical Sciences Research Laboratory was negative for carbon monoxide and tested drugs; specimens were not tested for cyanide.