History of Flight
On July 4, 2024, at about 1010 eastern daylight time, a Cessna 172N, registration N739GV, was destroyed in an accident near Lock Haven, Pennsylvania. The airplane was operated as a 14 CFR Part 91 instructional flight with a student pilot on board. The student pilot was fatally injured. According to FAA flight track data, the airplane departed from runway 27 at Williamsport Regional Airport (IPT) at 0951. It proceeded on a west-southwesterly ground track, then entered an extended left downwind leg for runway 9L at William T. Piper Memorial Airport (LHV) in Lock Haven. The airplane continued in the left traffic pattern and aligned on final approach to runway 9L. About halfway down the 3,799-ft runway, after track data consistent with a touch-and-go landing or low approach, the airplane began a left climbing turn. During the turn, ground speed increased from 36 to 46 knots. The last radar target showed the airplane on a north-northwesterly ground track at 46 knots.
A witness standing in the Susquehanna River observed the airplane seconds before impact. He stated that the airplane came toward him at about 200 ft altitude, then made a left turn. He believed the airplane would not clear the trees. About two seconds after crossing the trees, he heard impact sounds. He called 911. He reported the engine was "definitely running" and not "missing," but the airplane seemed "struggling."
Personnel Information
The student pilot's first solo flight occurred on June 16, 2024, after 21.7 hours of dual instruction. She logged 0.5 hours of solo flight. The accident flight was her second solo flight. Her logbook included an endorsement from her flight instructor to perform takeoffs and landings at LHV. The flight instructor described her as attentive, knowledgeable, and an "outstanding" student with exceptional progress. She had no problems with traffic pattern work and had flown at LHV previously. The instructor was not aware she planned to fly that day and had not received communication from her. The airplane was registered to the Quarter to Two Flying Club, whose rules stated that student pilots must not operate aircraft without specific permission from their flight instructor.
Aircraft Information
According to the Cessna 172N Pilot's Operating Handbook, the flaps-retracted stall speed at the most rearward center of gravity was 42 knots indicated airspeed (KIAS) at 0° bank and 45 KIAS at 30° bank. At the most forward center of gravity, the stall speed was 47 KIAS at 0° bank and 51 KIAS at 30° bank, assuming maximum gross weight of 2,300 lbs.
Meteorological Information
The calculated density altitude at LHV at the time of the accident was about 1,845 ft.
Wreckage and Impact Information
The airplane initially struck the top of a tree, then collided with another tree about 165 ft further west. The wreckage came to rest upright, oriented west, at the base of the tree, and most of it was consumed in a post-impact fire. The accident site was about 1/2 mile northeast of LHV. All structural components were accounted for. Tree limb fragments with smooth, angular cuts were observed; one cut had dark paint transfer consistent with propeller blade paint. Flight control continuity could not be established due to thermal and impact damage. The rudder control cables remained attached to the rudder pedal torque tubes and were fractured in overload. Elevator and rudder cables had multiple breaks and were thermally fused near the main landing gear bulkhead. The elevator push/pull rod remained connected. The elevator trim actuator in the empennage was in the neutral position. The flap actuator was found in the flaps fully retracted (up) position. The complete right elevator and outboard horizontal stabilizer portion were found suspended in a tree about 30 ft from the main wreckage. The left horizontal and vertical stabilizer were intact. The right wing spar was observed between tree forks near the base of the impacted tree and thermally molded to the tree shape. Portions of the left wing sustained thermal damage. The fuel finger screens were thermally damaged without debris; fuel caps were in place. The engine came to rest on its right side, partially attached to the airframe. The engine crankcase was discolored from fire. After partial disassembly, continuity of the crankshaft to rear gears and valvetrain was confirmed. Compression and suction were observed on all four cylinders; borescope inspection revealed no anomalies. The carburetor throttle control arm was at the full throttle stop; the mixture control arm was in a mid-range position. The carburetor bowl was about 1/3 full of blue liquid; no water was found. The spark plugs exhibited normal wear; Nos. 1 and 3 bottom spark plug electrodes were oil-soaked. The oil dipstick indicated about 5 quarts; no debris in oil suction screen or filter. The propeller remained attached; the spinner was crushed and twisted opposite rotation direction. One propeller blade was bent aft about 30° about 8 inches from its tip; the other blade was twisted about 2/3 of its span with leading edge paint abrasion.
Medical and Pathological Information
An autopsy performed at Mount Nittany Medical Center at the request of the Clinton County Coroner determined the cause of death as thermal injuries (burns) and the manner of death as accident. Postmortem toxicological testing by the FAA Forensic Sciences laboratory was negative for drugs and ethanol.