Perry, GA, USA
N13375
Cessna 172M
The student pilot stated that during climb out, he heard a strange noise coming from the engine compartment. The certified flight instructor (CFI) took control of the airplane, and the student pilot stated that the airplane entered a right bank and the stall warning horn briefly sounded. A witness stated that after takeoff, the airplane did not seem to gain altitude or airspeed. The witness stated that the airplane was then observed descending in a right bank. The airplane collided with the ground and came to rest in a field approximately 1/4 mile southeast of the departure end of runway 36. Examination of the wreckage site the airplane came to rest upright with both wings attached to the fuselage. Both wings were crushed aft and both wingtips were separated from both wings. Buckling was observed over the top portion of the wing skin on both wings. The empennage was separated from the fuselage aft of the rear passenger seats. The engine compartment was displaced up and aft into the cockpit area. A review of information on file with the FAA Aircraft Division, Oklahoma City, Oklahoma, revealed the airplane was granted a Supplemental Type Certificate on December 12, 1984, authorizing the use of unleaded automotive fuel. Examination of the fuel system revealed automotive fuel that was brown in color and contained debris and water. Water was observed in both fuel tanks and in the fuel strainer. The carburetor bowl, fuel inlet chamber, and fuel screen were stained and contained dirt and debris. During the post -accident examination of the engine and airframe, no mechanical anomalies were identified. The CFI maintained a 55 gallon plastic refueling tank at the airport where the airplane was parked. Examination of the refueling tank revealed approximately one-fourth of an inch of sediment at the bottom of the tank. The fuel was brown in color and contained water and debris that was brown in color. The fuel filter on the tank was dark in color and contained sediment, and debris was observed around the seal of the fuel tank.
HISTORY OF FLIGHT On September 18, 2003, at 1750 eastern daylight time, a Cessna 172M, N13375, registered to and operated by a certified flight instructor (CFI), collided with the ground shortly after takeoff from runway 36 at Middle Georgia Airport (68GA), Perry, Georgia. The dual instructional flight was operated under the provisions of Title 14 CFR Part 91 and visual flight rules. Visual meteorological conditions prevailed at the time of the accident and no flight plan was filed. The certified flight instructor was fatally injured, and the student pilot received serious injuries. The airplane was substantially damaged. The flight originated from Middle Georgia Airport, Perry, Georgia, on September 18, 2003, at 1745. According to the student pilot, he arrived at the airport and completed a preflight inspection of the airplane. He stated that he and the CFI boarded the airplane, performed a "normal" engine start, completed an engine run-up, taxied to the runway, and he initiated a takeoff. The student pilot further stated that during initial climb out, he heard a strange noise coming from the engine. At this point, the CFI took control of the airplane. The student pilot stated that when the CFI entered a right bank and the stall warning horn briefly sounded. The student pilot stated that he did not recall any events at the time of the collision. The airplane came to rest in a field approximately 1/4 mile southeast of the departure end of runway 36. PERSONNEL INFORMATION A review of the information on file with the Federal Aviation Administration (FAA) Airmen Certification Division, Oklahoma City, Oklahoma, revealed the pilot was issued a Certified Flight Instructor certificate on April 14, 2002, with ratings for airplane single engine land and instrument privileges. The FAA Aero Medical Records revealed the pilot held a second class medical certificate issued on September 26, 2001 with the restrictions "must wear corrective lenses for near and distant vision." A review of the pilot's logbook revealed that he had accumulated 2,345 total flight hours, of which 1,800 hours were in a Cessna 172. The logbook further revealed that the pilot completed a flight review on May 20, 2002. AIRCRAFT INFORMATION The Cessna 172M is a four place, high wing, all metal, single engine airplane. The 172M is equipped with a four cylinder Lycoming O-320-E2D 150 horsepower reciprocating engine. A review of information on file with the FAA Aircraft Division, Oklahoma City, Oklahoma, revealed the airplane was granted a Supplemental Type Certificate on December 12, 1984, authorizing the use of unleaded automotive fuel. According to the aircraft and engine logbooks, the last annual inspection was completed on November 1, 2002. At the time of inspection the airplane's total time in service was 2,201.0 hours. METEROLOGICAL INFORMATION At 1753, the Middle Georgia Regional Airport weather reporting facility, Macon Georgia, located 12 nautical miles northeast of the accident site, reported winds from 310 degrees at 10 knots, visibility of 10 statute miles, sky condition as clear, temperature 86 degrees Fahrenheit, dew point 55 degrees Fahrenheit, and an altimeter setting of 29.84 inches of mercury. WRECKAGE AND IMPACT INFORMATION Examination of the wreckage site revealed that the wreckage path was oriented along a heading of 164 degrees, magnetic, and wreckage debris was scattered over an area 50 feet wide and 209 feet long. Broken tree branches approximately 60 feet in height were observed approximately 100 feet northwest of three ground scars in the vicinity of the wreckage. The main wreckage site was oriented along a heading of 064 degrees, magnetic. The airplane came to rest upright with both wings attached to the fuselage. Both wings were crushed aft and both wingtips were separated from both wings. The top of the wing skin on both wings were buckled. The main landing gear was intact. The empennage was separated from the fuselage aft of the rear passenger seats. The engine compartment was displaced up and aft into the cockpit area. Engine mounts were separated from the firewall. The propeller assembly was separated from the crankshaft. The crankshaft was separated aft of the propeller flange. Both propeller blades were bent aft and had abrasions on the cambered surface. Examination of the fuel system revealed automotive fuel that was brown in color and contained debris and water. Water was observed in both fuel tanks and in the fuel strainer. The carburetor bowl, fuel inlet chamber, and fuel screen were stained and contained dirt and debris. During the post accident examination of the airframe and engine, no mechanical anomalies were identified. The first ground scar was eight inches wide and 17 feet long. Paint chips and slivers of broken red Plexiglas were observed in the area of the first ground scar. The second ground scar, five feet wide and 15 feet long, was adjacent to the first scar but oriented along a southerly magnetic heading. The propeller and spinner assemblies and the engine cowling were located in the area of the second ground scar. The third ground scar, 8 inches wide and 17 feet long, was adjacent to the second ground scar and also oriented along a southerly magnetic heading. Paint chips and green slivers of Plexiglas were observed across the length of the third ground scar. MEDICAL AND PATHOLOGICAL INFORMATION The Houston County Coroner's Office performed the postmortem examination of the CFI on September 19, 2003. The cause of death was listed as "multiple traumatic injuries." The FAA Forensic Toxicology Research Section, Oklahoma City, Oklahoma performed postmortem toxicology of specimens from the pilot. The results were negative for carbon monoxide, cyanide, and ethanol. ADDITIONAL INFORMATION The pilot maintained a 55 gallon plastic refueling tank at the airport where the airplane was parked. Examination of the refueling tank revealed approximately one-fourth of an inch of sediment at the bottom of the tank. The fuel was brown in color and contained water and debris that was brown in color. The fuel filter on the tank was dark in color and contained sediment. Debris was observed around the seal of the refueling tank. The airplane logbooks and pilot logbooks were released to Phoenix Aviation Managers on September 25, 2003. The airplane was released to Phoenix Aviation Managers on April 5, 2004.
The pilot inadequate preflight inspection of the airplane, and also causal was his failure to detect water-contaminated fuel which resulted in a loss of engine power and his failure to maintain adequate airspeed which resulted in an stall.
Source: NTSB Aviation Accident Database
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