History of Flight
On March 11, 2020, about 1430 eastern daylight time, a Cessna 177RG airplane, N1572H, was substantially damaged during an accident in Sterling, Massachusetts. The private pilot was fatally injured. The flight was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.
Two witnesses observed the pilot approaching the parked airplane before the flight but could not determine if a preflight inspection was performed. Several witnesses reported the airplane taxied to the start of runway 34. The takeoff roll and initial climb appeared and sounded normal. One witness described that, as the airplane reached midfield, it was "really high" above the treetops and the engine "coughed." The engine noise then decreased and sounded as if it was "running rough." The airplane's nose lowered slightly, and the engine noise briefly increased before decreasing and running rough again. This cycle occurred two or three times, during which the landing gear retracted.
Another witness, who was a pilot, stated that the airplane was too high to land on the remaining runway when the engine noise first decreased. As it crossed the departure end of the runway, it appeared in control, with wings rocking slightly in a "very nose high" attitude. The left wing then "dipped," and the airplane began a left turn. One witness described it as if the airplane "started a cartwheel, and then just fell."
Aircraft Information
According to the owner's manual, the airplane had a fuel capacity of 60 gallons usable fuel (30 gallons per wing). Cruise performance at 2,500 ft indicated a fuel burn rate of 10-11 gallons per hour. Maximum rate-of-climb table indicated fuel used for warm-up and takeoff from sea-level was 1.5 gallons. Fuel pickups were near the wing roots at the rear of the tank.
Fuel records from Sterling Airport (3B3) showed the most recent fueling on July 16, 2019, with 15.1 gallons. Acquaintances reported the pilot often fueled elsewhere due to higher fuel prices at 3B3, but a search of nearby airports found no recent fuel records for the accident airplane. The pilot's wife found a check dated October 19, 2019, to Pioneer Aviation at Turners Falls Airport (0B5), which she believed was for fuel. The pilot's logbook indicated he flew to that airport on that date. Based on logbook and FAA tracking data, the airplane flew about 4.8 hours with 13 takeoffs and landings after that flight, which would have used an estimated 54 to 65 gallons of fuel before the accident takeoff.
The pilot's wife reported he had trouble with the fuel gauges, but maintenance logs had no entries related to them.
Wreckage and Impact Information
The airplane impacted a wooded bog about 200 yards from the departure end of runway 34, about 25 yards right of the extended centerline. All major components were present. The airplane came to rest in a 60° nose-down attitude with the horizontal stabilizer leaning against trees. The fuselage was oriented on a 170° magnetic heading. The engine and forward section were immersed in mud and water. The fuselage was bent upward and buckled just aft of the baggage door. Broken branches and damaged trees indicated a near-vertical descent. Leading edges of the left wing and both horizontal stabilizers were crushed. No ground scars or tree damage led to the main wreckage. No fuel spillage was observed. Flight control continuity was confirmed. Flaps were UP, landing gear retracted.
Both fuel tank filler caps were secure. Both tanks were undamaged and each contained about 3 ounces of fuel. Fuel level transmitters and floats were intact. The left transmitter resistance measured 87 ohms empty and 31 ohms full (spec: 240-260 empty, 31.5-35.5 full). The right measured 238 ohms empty and 20 ohms full. When disassembled, the left transmitter's resistor mount rotated with the center post screw, and after reassembly, resistance was 262 ohms empty and 54 ohms full.
The electric fuel pump switch was ON and operated. Fuel selector was BOTH. Throttle, propeller, and mixture controls were at or near full forward. The engine was largely undamaged. One propeller blade was bent slightly aft mid-span. No leading edge damage or chordwise scratches. Spinner undamaged. A rub mark on spinner back plate extended 180°. Spark plugs were light gray, with Nos. 1-2 "worn normal," Nos. 3-4 "normal," and No. 3 oil soaked. Thumb compression and suction confirmed on all cylinders. Magneto produced spark. About 1-2 ounces of fuel found in fuel strainer, screen absent debris. Fuel lines to and from strainer and engine-driven pump had no fuel. The line between flow divider and fuel flow gauge had fuel present.
Medical and Pathological Information
An autopsy performed by the Office of the Chief Medical Examiner, Commonwealth of Massachusetts, determined the cause of death as multiple blunt force injuries to the head, torso, and extremities. The autopsy records were inconclusive regarding evidence of restraint system use.
Survival Aspects
The pilot's seat was equipped with the manufacturer's recommended Secondary Seat Stop Kit, which was intact and operated normally. All four seats had three-point restraints. The pilot's shoulder harness was cut by first responders, found detached from its ceiling mount and unspooled from the reel/retractor. Examination of the reel/retractor revealed that the belt retraction spring was not installed correctly and would not recoil. After manually winding, the locking mechanism functioned when sharply pulled. No recent maintenance entries for seat belts; the webbing was replaced in December 2005.