Background
On April 18, 2016, about 1910 eastern daylight time, a Cessna 172C, N1863Y, collided with trees and terrain during takeoff from Sophie's Choice airstrip, Westmoreland, New York. The private pilot and one passenger were fatally injured, one passenger sustained minor injuries, and the airplane was destroyed by postcrash fire. The flight was operated under Title 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions prevailed, and no flight plan was filed. The intended destination was Griffiss International Airport (RME), Rome, New York.
Earlier that day, the accident pilot and pilots of two other airplanes flew from a private airstrip near Poland, New York, to Boonville Inc., Airport (1NK7), Boonville, New York, where they landed uneventfully. They then flew to Sophie's Choice airstrip, where they secured their airplanes. The pilot-rated airstrip owner suggested the accident pilot begin takeoff from at least just west of the "break" point of the runway, providing about 1,344 ft of available runway.
The Accident
A pilot of another airplane observed the accident airplane stopped on the side of the runway about 1,150 ft from the departure end and broadcast for the pilot to stop, but received no response. The pilot-rated passenger onboard stated that the pilot started the engine, taxied to the west portion of the runway for an intended east takeoff on the down-sloping runway. The pilot did not discuss the takeoff start point. Winds were calm, and a run-up was performed on the runway centerline. The takeoff was initiated with an unknown flap extension. After passing a road east of the departure end, the stall warning horn chirped. She did not observe any engine indications or airspeed, and did not perceive any change in engine sound.
The airstrip owner recorded the takeoff on his cellular phone. He noted flaps between 10° and 20° and that the airplane became airborne just past the windsock. He heard no abnormal engine sounds and described the airplane as "hanging on the propeller." It entered an incipient stall, with the left wing dropping, then the right. After the impact sound, he stated, "I told them to use more runway." He later told the female passenger they should have started farther west, and she agreed. The airstrip owner's wife, about 100 ft east, did not detect any unusual engine sounds. A 911 call was made at 1912.
Personnel Information
The pilot held a private pilot certificate with an airplane single-engine land rating. His most recent FAA first-class medical certificate was issued August 31, 2015, with no limitations. He had logged about 458 total hours, including 382 in the accident make and model and 298 hours as pilot-in-command. The right front seat passenger held a private pilot certificate with an airplane single-engine land rating and estimated 100-300 total flight hours.
Aircraft Information
The four-seat, high-wing airplane was manufactured in 1962, powered by a 145-horsepower Continental O-300-D engine with a two-blade McCauley fixed-pitch propeller. Maximum red line engine rpm was 2,700. The last annual inspection was completed April 5, 2016, at an airframe total time of 3,302.55 hours. The airplane had been operated 6.2 hours since then.
Meteorological Information
At 1853, weather at RME (7 nm north-northeast) included wind from 300° at 10 knots, visibility 10 statute miles, clear skies, temperature 20°C, dew point -01°C, and altimeter 30.13 inches of mercury. Atmospheric conditions were not favorable for carburetor ice. The airstrip owner reported wind nearly calm or 1-2 knots from the west.
Wreckage and Impact Information
The airplane crashed in a residential yard, main wreckage located about 089° and 520 ft from the departure end of runway 08. The wreckage was upright heading 020° on gently sloped terrain. Tree and ground damage was noted about 40 ft west of the resting position. Postcrash fire consumed the cockpit, cabin, and inboard wings. The manual flap selector was at 10° extension. All four lapbelt female portions were found with no male portion connected; the pilot's lapbelt was buckled and easily released. Flight control continuity was confirmed for roll, pitch, and yaw. The elevator trim tab actuator extended about 1.70 inches (20° tab trailing edge up). Engine examination revealed crankshaft continuity, thumb compression, and impulse coupling activation. The carburetor mixture was full rich, throttle nearly full open, and carburetor heat cold. One propeller blade was fractured about 31 inches from hub centerline; the other showed S-bending.
Additional Information
Weight and balance calculations estimated a takeoff weight of 2,161 lbs (89 lbs below max gross), within CG limits. Takeoff performance data from the owner's manual (hard surface, flaps retracted) gave a ground run of 786 ft and obstacle clearance distance of 1,370 ft. Stall speeds with 10° flaps were 54, 56, and 62 mph at 0°, 20°, and 40° bank. A sound spectrum study indicated engine rpm about 2,340 when the airplane passed the camera, 360 rpm below redline. A speed study calculated average groundspeed of 47 knots from windsock to impact. Propeller manufacturer calculations indicated theoretical true airspeed for 2,700 rpm would have been 84 knots; actual rpm was 2,402.
Medical and Pathological Information
The pilot died 6 days after the accident; cause of death was complications of smoke inhalation and thermal injuries. Toxicology detected ketamine, midazolam, and norketamine (consistent with resuscitation). The rear seat occupant died the next day; cause was complications of thermal and inhalational injuries.
Survival Aspects
After the airplane came to rest, all occupants were alert and conscious. The front seat passenger could not open the right door due to impact or operational issues.