Accident Details
On September 18, 2016, at 2006 central daylight time, a Cessna 172S (registration N52265) impacted terrain during a go-around from runway 26R at Spirit of St Louis Airport (SUS) in Chesterfield, Missouri. The airplane was destroyed, and the commercial pilot sustained serious injuries. The rental aircraft was registered to Christiansen Aviation Inc and operated by Air Associates of Missouri under 14 Code of Federal Regulations Part 91 as a personal flight not operating on a flight plan. Night visual meteorological conditions prevailed at the time of the accident. The flight originated from SUS.
Events of the Go-Around
A flight instructor at SUS reported that during the right downwind leg for runway 26R, the airplane's altitude was "erratic as it pitched up and down" with "large power adjustments." The approach appeared "very unstable." As the airplane neared the runway, it initiated a go-around. The instructor described the go-around as "just as unstable." The airplane overshot the runway and was well left of the centerline during the climb out. The instructor then entered the flight school building to assist by radio, but as he reached for the radio, he heard the engine accelerate followed by a "loud thud." He ran to the ramp and heard no further sounds, concluding the airplane had impacted terrain.
FAA Coordinator Observations
The Federal Aviation Administration (FAA) Coordinator for the accident stated that the pilot was "coming in fast" on approach. The pilot performed a go-around from runway 26R, and during a right crosswind turn, lost control. The airplane struck the ground about 150-200 yards northwest of runway 26R. No mechanical anomalies were found that would have precluded normal operation. A requested written statement from the FAA Coordinator was not received.
Post-Accident Examination
FAA photos depicted the airplane resting inverted at the end of a ground scar, with the right wing separated at the wing root and resting along the scar. The left wing remained attached to the airframe, with its flap in the retracted position. The cockpit throttle was out about ½ inch, the mixture control was full forward, and the fuel selector was set to both tanks. The pitch trim indicator showed full nose-down, the flap selector was at 0 degrees, and the standby altimeter indicated about 425 feet mean sea level with a barometric setting of about 29.96 inches of mercury.
The Hobbs meter registered 2,729.9 hours, but it was unknown if impact damage rendered it unreliable. Maintenance records used tachometer times, not Hobbs time. The last 100-hour inspections for airframe and engine occurred at a tachometer time of 2,067.6 hours. A National Transportation Safety Board Pilot/Operator Aircraft Accident/Incident Report (form 6120) was not received from the pilot.