History of Flight
On August 25, 2016, at approximately 1905 eastern daylight time, a Cessna 172N single-engine airplane, registration N17SK, struck trees and a house while on final approach to runway 26 at Sky King Airport (3I3) near Terre Haute, Indiana. The private pilot, flying from the left seat, sustained fatal injuries, and the pilot-rated passenger, who owned the airplane, was seriously injured. The airplane was substantially damaged.
The flight was conducted under 14 CFR Part 91 as a personal flight. Visual meteorological conditions prevailed, and no flight plan was filed. The local flight had departed 3I3 around 1817.
According to the airplane owner and pilot-rated passenger, the airplane was for sale, and the flight was intended to demonstrate it to the potential buyer. The owner initially flew from the left pilot seat. After departing runway 26, they flew to Edgar County Airport (PRG) in Paris, Indiana, where the owner made an uneventful landing on runway 27. After a short back-taxi, they departed runway 27 for the return to 3I3, where the owner performed a full-stop landing on runway 26.
Following the landing, the potential buyer asked to fly the airplane in the traffic pattern. The owner agreed, and they switched seats, with the potential buyer now in the left pilot seat. The potential buyer made an uneventful takeoff and entered left traffic for runway 26. They flew an extended downwind, about 1 mile past the runway end, before turning onto the base leg. The owner noted the airplane was about 100 ft lower than normal on base leg and, on final approach, was below a normal approach path and at a slower-than-normal airspeed. The owner's last memory was losing sight of the runway and telling the potential buyer to "add power and lower the nose for airspeed." The owner suffered memory loss due to injuries and did not recall a go-around and reentry into the pattern.
A witness, a flight instructor providing ground instruction at the airport, reported seeing the airplane land on runway 26, then back-taxi and depart again. He described the next approach as "high and fast," and observed the airplane go around before crossing the displaced threshold. He did not see the subsequent approach or crash.
Another flight instructor on a training flight heard the accident pilot announce departure on runway 26 with an intention to remain in the pattern. He followed the accident airplane on downwind and base legs and observed it perform a go-around after turning onto final approach to runway 26. He then made a full-stop landing and, while taxiing, observed the accident airplane on downwind but did not see the crash.
A witness near the accident site heard the airplane pass over his house, noting it was significantly louder than normal. He saw the airplane at low altitude and slow speed before it collided with a tree. He then heard an increase in engine speed before the airplane crashed into a house.
Another witness in her backyard saw the airplane flying lower than normal toward the airport, briefly climb, then collide with a tree. She did not see the final descent into the house.
Radar track data confirmed the flight timeline and multiple approaches. The airplane departed 3I3 about 1817, proceeded to PRG, departed PRG about 1830, and returned to 3I3. It entered the traffic pattern for runway 26, landed about 1845, then departed again at 1855:09. At 1859:09, it descended below radar coverage at 900 ft msl on a 1-mile final. It reappeared at 1900:33 at 900 ft msl about 0.5 mile from the departure end. At 1904:24, it descended below coverage at 900 ft msl on a 1.4-mile final. The final radar return was about 1.1 miles east-northeast of the initial tree impact.
Personnel Information
The 60-year-old private pilot held a certificate issued March 19, 2012, with a single-engine land rating. His most recent FAA third-class medical was issued November 6, 2014, with a corrective lenses limitation. According to his logbook, he had 121.4 hours total flight time, including 12 hours in Cessna 172 airplanes between December 2013 and January 2014. No flights were recorded in the 12 months before the accident. Records from a rental airplane indicated his last flight was on September 22, 2015, in a Piper PA-28-181. There was no record of a flight review after certification.
The 63-year-old pilot-rated passenger held a private pilot certificate issued July 14, 2015, with a single-engine land rating. His most recent medical was issued May 16, 2016, with corrective lenses. His logbook showed 135.5 total hours, all in Cessna 172 airplanes, with 24.7 hours in the 12 months before the accident. The only flight review was completed upon certification.
Aircraft Information
The 1980 Cessna 172N, serial number 17273809, was a high-wing monoplane with a Lycoming O-320-H2AD engine and a fixed-pitch McCauley propeller. It had a maximum takeoff weight of 2,300 pounds. The last annual inspection was completed December 9, 2015, at 15,025.1 total airframe hours. The recording hour meter showed 3,903.7 hours before the accident and 3,904.6 hours at the site. The engine had 9,554.6 hours total and 378.6 hours since overhaul on August 1, 2013. Maintenance records showed no unresolved airworthiness issues. The fuel tanks were topped off on July 31, 2016, and the airplane had flown 1.8 hours since.
Meteorological Information
At 1853, the Terre Haute International Airport (HUF) ASOS reported wind 280° at 5 knots, 10 miles visibility, clear sky, temperature 31°C, dew point 23°C, and altimeter 30.03 inHg. Day visual meteorological conditions prevailed.
Wreckage and Impact Information
The initial impact point was the top of a 50-ft-tall oak tree about 190 ft east of the house where the main wreckage came to rest. The tree was along the extended runway 26 centerline, about 1,355 ft from the displaced threshold. Numerous small limbs and leaves were between the impact point and the house. The airplane's final resting position inside the house was consistent with a near-vertical descent through the roof.
Postaccident examination confirmed flight control cable continuity. Wing flaps were extended to 10°. The throttle and mixture controls were full open and full rich, respectively. The magneto switch was in the "BOTH" position, carburetor heat in "ON," and the altimeter Kollsman window set to 30.04 inHg. The fuel selector was set to both tanks. No fuel was found in the wing tanks, but a significant odor of aviation fuel was present beneath the wreckage, and a witness reported fuel draining immediately after the accident. The fuel strainer contained blue fluid consistent with 100LL fuel, free of water or particulates.
The engine remained attached to the firewall. Mechanical continuity was confirmed, and internal engine continuity was verified as the crankshaft was rotated. Compression and suction were noted on all cylinders. Spark plugs showed normal operation. The magneto provided spark on all leads. A borescope inspection found no cylinder, piston, or valve anomalies. No obstructions were found between the air filter and carburetor. The carburetor bowl had residual fuel with an odor of 100LL. The propeller had separated from the crankshaft flange; both blades exhibited S-shape bends, twisting, and chordwise burnishing.
The examination revealed no preimpact anomalies that would have precluded normal operation.
Medical and Pathological Information
The pilot initially survived but died 9 days after the accident from anoxic brain injury due to multiple blunt-force injuries, as determined by autopsy. No toxicological testing was performed due to lack of specimens.