History of Flight
On October 1, 2023, about 1608 eastern daylight time, a Cessna 177RG, registration N545PZ, operated by Lake Placid Air Service, was substantially damaged when it struck an embankment at Lake Placid Airport (LKP), Lake Placid, New York. The pilot and pilot-rated passenger sustained fatal injuries. The flight was conducted under 14 CFR Part 91 as an aerial photography mission.
The purpose was to photograph the airplane in flight for a magazine article. Two airplanes were involved: a lead Beech A36, N4GA, which took off first from runway 32 with a photographer onboard and the aft right door removed. The accident airplane took off about 700 feet behind. The accident airplane's owner was to fly during takeoff and climb-out, then the pilot-rated passenger was to take over for the formation photo shoot.
During taxi, the Beech pilot observed the Cessna's engine running, then stop and restart. During takeoff roll, a witness heard the propeller set for climb, not takeoff, and heard the engine surge. During initial climb, the engine did not sound at full power. The airplane made a gentle left turn at 300-400 feet agl to join the Beech, then suddenly turned hard right toward the airport. The Beech pilot heard the pilot-rated passenger transmit, "we have a problem and we're returning to the airport."
The airplane struck an embankment in a right-wing, nose-low attitude about 15 feet below the top of a plateau on airport property. It slid about 30 feet down the embankment and came to rest upright, perpendicular to the slope, with the left wing uphill and right wing downhill. The embankment was about 440 feet from the approach end of runway 14, 250 feet left of centerline, with an approximate 70° slope.
Another pilot, who had landed a glider on the grass near runway 32, observed the takeoff. He noted the accident airplane's takeoff roll was longer (about 100 feet more) than the Beech's. Shortly after becoming airborne, he saw "white smoke" from the exhaust pipes in three puffs. The airplane turned slowly left 20°-30° and climbed poorly. It continued for about 1 mile, then turned right to return. At 300-400 feet altitude on a right base for runway 14, it continued turning right, then the nose dropped, and it disappeared short of the runway threshold on what appeared to be the centerline.
Personnel Information
The pilot held a commercial pilot certificate with ratings for airplane single-engine land, multiengine land, instrument airplane, a DC-3 type rating, and private rotorcraft-helicopter privileges. His most recent FAA second-class medical was issued January 6, 2023, with about 9,000 total flight hours reported.
The pilot-rated passenger held a commercial pilot certificate with ratings for airplane single-engine land and sea, multiengine land and sea, instrument airplane, a flight instructor certificate with single and multiengine and instrument ratings, a CE525 type rating, and a remote pilot certificate. His most recent FAA second-class medical was issued May 2, 2023, with about 5,800 total flight hours reported. He also applied for BasicMed with a course date of July 20, 2023.
Aircraft Information
The accident airplane was a Cessna 177RG with a 2-blade, variable-pitch, constant-speed propeller. Engine maintenance records indicated about 76 hours of operation since major overhaul.
Meteorological Information
Weather recorded at Adirondack Regional Airport, Saranac Lake, New York, about 13 nautical miles northwest of LKP, at 1551: wind 010 at 7 knots, visibility 10 statute miles, clear skies, temperature 23°C, dew point 12°C, altimeter 30.20 inches of mercury.
Wreckage and Impact Information
On-scene examination revealed the right wing sustained upward buckling from the wingtip inboard to the aileron/flap junction. The fuselage and empennage were slightly buckled on the right side. Control cable continuity was established. The flaps were extended approximately 10°, speed brakes stowed, stabilator trim neutral. The stall warning system was impact-damaged and non-functional.
The fuel strainer bowl was fractured; the screen was clean. The fuel selector was in the BOTH position and operated normally. Fuel caps were secured. First responders reported fuel draining from the airplane. The nose landing gear was crushed aft, landing gear in an intermediate position. The main landing gear down locks and gear legs were intact, with wheels contacting the buckled fuselage.
The cowl flap handle was OPEN, mixture full rich, propeller control high rpm/fine pitch, throttle out about 2 inches and bent. The fuel selector was in BOTH. No blockages in fuel system; 17 gallons of fuel recovered from the right wing tank, tested negative for water.
The engine remained attached to the firewall; the mount was canted right. The propeller hub was cracked, one blade partially dislodged, the other bent aft with tip separated. The propeller governor screen was clear, oil flowed when rotated.
Top spark plugs were intact; borescope showed no cylinder abnormalities. Engine drivetrain rotated normally with suction and compression on all cylinders. Spark plug coloration ranged from normal to black carbon fouled. The magneto produced spark at all leads.
Oil dipstick indicated 6 quarts; oil was draining from impact damage. The oil filter was impact-separated; filter element clean. Fuel system components were attached; the fuel servo hold-down nuts were loose, but torque stripes undisturbed. The throttle plate was closed; the idle thumb screw adjustment rod was fractured. Fuel injection nozzles clear.
Follow-on examination found the fuel reservoir drain control extension installed 90° forward; when aligned per drawing, movement at drain valves produced fuel from right tube only. About 16 ounces of blue aviation fuel drained from the right reservoir; left reservoir had a small amount of dirt/sand debris. The auxiliary fuel pump was operationally tested with no discrepancies.
Additional Information
Review of photographs taken by the Beech photographer showed no open doors, smoke, or leaks. Flaps were partially extended; just before impact, landing gear may have been in transit and a nose-up pitch input was applied.
Density altitude at the time was about 2,758 feet msl given field elevation 1,747 ft, altimeter 30.20 inHg, and temperature 23°C. An FAA Koch chart indicated takeoff distance about 37% longer and rate of climb about 28% decrease under these conditions.
Information on center of gravity (CG) limits, balance, and stall characteristics was included in the report but no causal statements were made.