Grand Saline, TX, USA
N78189
Cessna 172K
The pilot failed to maintain directional control while on final approach to runway 22 (2,000-foot-long and 50-foot-wide turf runway) at a private airstrip. A witness, who lived at the private airport, was standing outside of her home when she first heard the airplane on final approach. She reported the sound of the engine was similar to when an airplane would cross over the runway threshold during landing. When she looked up, she noticed that the airplane was "way, way, low", and to the right of the runway centerline. The witness observed the airplane as it descended in a nose down angle into trees, followed by the sound of an impact. In addition, the witness stated that crosswinds prevailed at the time of the accident. Weather reported at an airport 19 miles east of the accident site were winds from 190 degrees at 19 knots gusting to 29 knots. The National Weather Service had issued a wind advisory, which included the county where the accident occurred and was in effect at the time of the accident. The wind advisory included south winds that would increase to 20 to 30 miles per hour by late morning with higher gusts. No mechanical deficiencies were found with the airplane or engine.
HISTORY OF FLIGHT On December 21, 2003, approximately 1330 central standard time, a Cessna 172K single-engine airplane, N78189, was substantially damaged when it collided with trees, then terrain, while on final approach to runway 22 at Brady Field (5XS5), near Grand Saline, Texas. The private pilot and the passenger were fatally injured. The airplane, registered to and operated by the pilot, was operating under 14 Code of Federal Regulations Part 91. Day visual meteorological conditions prevailed, and no flight plan was filed for the personal cross-country flight that departed Jackson International Airport (JAN), near Jackson, Mississippi, about 0930. The pilot received an abbreviated weather briefing from Greenwood Flight Service Station at 0845. A witness, who lived at the private airport, was standing outside of her home when she first heard the airplane approach runway 22, a 2,000-foot-long and 50-foot-wide turf runway. She reported the sound of the engine was similar to when an airplane would cross over the runway threshold during landing. When she looked up, she noticed that the airplane was "way, way, low", and to the right of the runway centerline. The witness observed the airplane descend in a nose down angle into trees, followed by the sound of an impact. In addition, the witness stated that strong crosswinds prevailed at the time of the accident. Prior to the accident, she commented to her husband that she had hoped that the pilot, for whom they were expecting, would not attempt to land and divert to another airport. The pilot was based at Brady Field. PERSONNEL INFORMATION The pilot held a private pilot certificate with a rating for airplane single-engine land. His most recent Federal Aviation Administration (FAA) third class medical certificate was issued on November 6, 2002. At that time, the pilot reported a total of 1,000 flight hours. AIRCRAFT INFORMATION Examination of the aircraft logbooks revealed that an annual inspection of the airplane was completed October 3, 2003, at a total aircraft time of 7,884 hours. METEORLOGICAL CONDITIONS The weather at Tyler Pounds Regional Airport (TYR), near Tyler, Texas, 19 miles east of the accident site, at 1352, was reported as winds from 190 degrees at 19 knots gusting to 29 knots, 10 statute miles visibility, broken ceiling at 4,100 feet and a barometric pressure of 30.13 inches of Mercury. The temperature was 64 degrees Fahrenheit, and the dewpoint was 50 degrees Fahrenheit. The weather at Terrell Municipal Airport (TRL), near Terrell, Texas, 30 miles west from the accident site, at 1253, was reported as winds from 180 degrees at 17 knots, gusting to 22 knots, 10 statute miles visibility, an overcast ceiling at 3,300 feet and a barometric pressure of 30.11 inches of Mercury. The temperature was 64 degrees Fahrenheit, and the dewpoint was 51 degrees Fahrenheit. The National Weather Service had issued a wind advisory for the county where the accident occurred, and it was in effect at the time of the accident. The wind advisory included south winds that would increase to 20 to 30 miles per hour by late morning with higher gusts. WRECKAGE AND IMPACT INFORMATION The airplane wreckage was examined at the accident site on December 22, 2003. All major components of the airplane were accounted for at the scene. The airplane impacted wooded terrain, on a magnetic heading of 276 degrees, approximately 32 degrees, 32 minutes north latitude, and 095 degrees, 42 minutes west longitude. The initial impact mark was a ground scar about 20-30 feet prior to the main wreckage. Embedded in the scar were pieces of the right wing tip, and the green navigational lens. The nose of the airplane came to rest at the base of three large standing trees, in a slight right bank. An impact mark on one of the trees was same approximate dimension as a propeller blade. The surface area was smooth, and exhibited black paint transfers. Just below the impact mark, was a circular-shaped impact mark, similar in size to the dimension of a propeller spinner. The scar also exhibited black paint transfers. Below that impact mark was an area of gouge marks and sheared tree bark. Several pieces of angular cut wood with black paint transfers were also located around the airplane. The right wing remained attached, and exhibited leading edge compression damage. A 2-foot outboard section of the wing had separated, and exhibited a large crescent shaped impact mark at the leading edge. The wing tip also separated and came to rest adjacent to the airplane. The flap and aileron exhibited impact damage. An examination of the flap actuator revealed the flaps were extended 10-degrees. The left wing remained attached to the airplane by control cables. There was extensive leading edge impact damage along the entire leading edge of the wing. The flap and aileron also exhibited impact damage. The tail section was intact, and the control surfaces exhibited some impact damage. Flight control continuity was established from the cockpit to each flight control surface. The cockpit was pushed up and aft. The throttle was found in the idle position, and the mixture control arm was found in the full 'rich' position. The engine was intact, but sustained impact damage. Valve train continuity and compression were confirmed to each cylinder by manual rotation of the vacuum pump drive. The left magneto remained attached to the engine, and the right magneto was found separated from impact. The magnetos were removed, rotated by hand, and spark was produced to each ignition lead. The spark plugs were removed and appeared light gray in color. Internal examination of each cylinder was conducted using a lighted borescope, and no anomalies were noted. The fuel strainer was intact, and the bowl was removed. About 1/2 to 3/4-cup of fuel, water, and dirt were found in the bowl. The screen was absent of debris. The carburetor fuel bowl was drained, and approximately 1/4-cup of straw colored fuel and about 1 tablespoon of water were noted. The left fuel tank was breached, and no fuel was found in the tank. The right fuel tank was also breached, and straw colored fuel was noted during draining from the tank during the on-scene examination. The fuel selector was set to the "BOTH" position. Examination of the propeller assembly revealed that the spinner was crushed, and wood was found imbedded into the center opening of the propeller flange. One blade was slightly bent aft, and exhibited chordwise scoring and polishing at the tip. The other blade exhibited slight twisting and chordwise scoring. The tip was polished on the aft side. Examination of the airplane and engine revealed no mechanical deficiencies. MEDICAL AND PATHOLOGICAL INFORMATION An autopsy was performed on the pilot, on December 22, 2003, by the Medical Examiner at the Southwestern Institute of Forensic Sciences at Dallas. The cause of death was determined as multiple blunt force injuries. Toxicological testing was conducted by the FAA Toxicology Accident Research Laboratory, Oklahoma City, Oklahoma. Diphenhydramine, used to treat allergic symptoms was detected in the pilot's urine and blood. However, a value concentration was unobtainable. According to an Federal Aviation Administration Flight Surgeon, "Because it causes drowsiness, use by pilots within 12 hours of flying is not recommended." Propoxyphene (also known as Darvon), a narcotic analgesic, was detected in the pilot's urine. However, a value concentration was unobtainable. According to an FAA Flight surgeon, "Use by the pilot within 24 hours of flying is not recommended." ADDITIONAL DATA The wreckage of the airplane was released on January 8, 2004, to a representative of the owner's insurance company.
The pilot's failure to maintain control of the airplane while on final approach. Factors were the high winds and prevailing crosswind.
Source: NTSB Aviation Accident Database
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