Asheville, NC, USA
N2116P
Cessna 172S
According to the certified flight instructor, the student pilot was flying the airplane. He stated that, before the departure, they reviewed the weather data on the weather computer for the dark night flight. He stated that they climbed to 7500 feet and stayed there for about an hour using the moving map display for navigation, and the multifunctional display for terrain avoidance. He said the ceiling began to drop and to stay clear of clouds they adjusted their altitude to 5500 feet to maintain visual flight. The ceiling dropped some more and they adjusted their altitude to 4000 feet. The CFI and the student then descended to 3500 feet and according to the CFI, immediately upon reaching 3500 feet, the airplane began colliding with tree tops. He said they collided with trees in a level attitude.
On June 24, 2004, at 2345 eastern daylight time, a Cessna 172S, N2116P, registered to the student pilot and operated by the certified flight instructor (CFI), collided with trees on Black Mountain near Asheville, North Carolina. The instructional flight was operated under the provisions of Title 14 CFR Part 91, and visual flight rules. Visual meteorological conditions prevailed and no flight plan was filed for the night cross-country instructional flight. The CFI received minor injuries, the student pilot received serious injuries, and the airplane sustained substantial damage. The flight originated from Big Sandy Airport in Prestonsburg, Kentucky, at 2230, June 24, 2004. According to the CFI, the student pilot was flying the airplane. He stated that they reviewed the weather on the weather computer, and departed Big Sandy Airport direct to Thomson - McDuffie Municipal in Thomson, Georgia with 53 gallons of fuel. He stated that they climbed to 7500 feet and stayed there for about an hour using the GPS moving map display for navigation. He said the ceiling began to drop and to stay clear of clouds they adjusted their altitude to 5500 feet to maintain visual flight. The ceiling dropped some more and they adjusted their altitude to 4000 feet. He said he checked the GPS Terrain Display no less than three times in order to determine the lowest altitude that they could safely descent to in order to get under the weather. It appeared to both the CFI and the student pilot that the highest terrain on the moving map at the time was between 2,000 and 3,000 feet . The moving map display was set at a range of 40 nautical miles. According to the CFI, immediately upon reaching 3500 feet, the airplane began colliding with the tops of trees leaving them no reaction time whatsoever. He said they had no control over where and how the airplane collided with the trees. He remembered glancing at the ground speed on the GPS seconds before colliding with the trees and seeing about 125 knots. He said they collided with the trees in a level attitude with no more then 5-degrees nose down pitch. He stated that the next moment they were on the ground motionless. The CFII waited till daylight and proceeded to get help. The CFI stated that they did not receive flight following at any point during the flight. Examination of the airplane on-scene found that it rested upright on a 320-degree heading at an elevation of 3,658 feet in raising terrain. The top of Black Mountain peaked at 4000 feet. The wreckage path through the trees was 132-degrees magnetic. The main landing gear remained attached to the airframe. The nose landing gear was observed separated and resting near the main fuselage. Both the left and right wings were observed separated from the fuselage at their wing roots. The outboard portion of the right wing was observed in a tree with leading edge damage consistent with impacting trees. The left aileron remained attached to the outboard portion of the left wing. Aileron control cable continuity was established from the aileron to the control yoke. Half circle crush marks were observed on the outboard leading edge portion of the wing. The leading edge of the wing was pushed aft. The flap remained partially attached to the inboard portion of the left wing. The flap was distorted. All flight controls were accounted for on scene. The rudder remained attached to the vertical fin. The rudder cables were cut at the aft tailbone during aircraft recovery. Rudder control cable continuity was established for the right rudder cable from the rudder to the right side connection to the rudder pedal assembly. The left rudder cable connection to the rudder pedal assembly could not be seen due to impact damage. Left rudder cable continuity was established from the rudder to the forward cockpit area. The rotating beacon was observed separated from the vertical fin and was observed near the beginning of the aircraft wreckage path. A small amount of fuel was found in the left wing tank. The fuel cap was intact and vented. Fuel smell was observed in the area of the left wing. No water was detected in fuel in the left fuel tank using water-finding paste. The inboard portion of the right fuel tank was breeched due to impact damage. Fuel was also found in the right wing tank. Water was observed in the right fuel tank and was detected using water-finding paste. Heavy rain was reported at the mishap site on the day following the mishap. The gascolator was drained and the fuel was blue in color and tested negative for water using water-finding paste. The left and right forward doorposts were separated. The windshield was broken out. The left door was observed separated from the cockpit. The right door had been removed by rescue personnel. The left and right seats remained attached to the seat tracks. The forward fuselage floor was distorted and the pedestal was pushed to the right. The left seat back was observed outside the cabin and was reportedly removed by rescue personnel. The left control yoke was broken off. The engine remained attached. The propeller remained attached to the engine. One propeller blade tip was curled aft. Diagonal chord wise scratches were observed on the face of one blade. The engine remained attached to the airframe. All cylinders were borescoped, valve heads and piston domes were unremarkable. Compression was obtained on all cylinders, and rear gear and valve train continuity was observed when the crankshaft was rotated by hand. Damage was noted on the number two-cylinder rocker cover, the exhaust system, the fuel servo, the oil filler tube, and the alternator was observed broken and separated at the engine mounting location and pushed aft. Examination of the engine, airframe, and flight controls revealed no evidence of a mechanical failure or malfunction, and the CFI and student pilot did not report any mechanical discrepancies prior to the accident. Because the CFI and the student pilot, stated that the Bendix/King Honeywell KLN94 GPS and the Bendix/King Honeywell KMD 550 Multi-function Display (MFD) did not give them accurate readings of the terrain elevation, the airplane and its avionics equipment were recovered to Atlanta Air Recovery in Griffin, Georgia for further examination. On June 30, 2004, the Avionics Equipment was examined by representatives of the NTSB, FAA, Cessna Aircraft Company, Lycoming Engines and Honeywell. The GPS and KMD data cards were examined and found to be current. In the KMD 550/850 Pilot's Guide under 'Introduction' and in various other locations through out the manual, a warning is written in bold type which states the following: "Never use the terrain displayed on this equipment as your sole reference for terrain avoidance."
The CFII's inadequate visual lookout and failure to maintain clear of objects during flight. Factors were clouds and dark night.
Source: NTSB Aviation Accident Database
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