Brookville, OH, USA
N9731V
Cessna 172M
While practicing landings with a CFI, the student pilot touched down fast and bounced on the runway. The CFI instructed the student pilot to go-around, and during the takeoff climb, they approached a tree off the departure end of the runway. The CFI then stated, "I got it," and took the controls from the student pilot. She attempted to turn back toward the runway, and at the same time, the student pilot pulled back on the controls. The airplane pitched up, entering a one-quarter spin, before it contacted the ground in a left wing low attitude. The CFI had accumulated 442 hours of total flight experience, 40 of which were as a flight instructor. The student pilot had accumulated approximately 14 hours of total flight experience over a period of 17 years. Examination of the airplane and engine revealed no pre-impact mechanical deficiencies.
HISTORY OF FLIGHT On July 18, 2004, at 1858 eastern daylight time, a Cessna 172M, N9731V, was substantially damaged when it impacted terrain during an aborted landing at the Brookville Airpark (I62), Brookville, Ohio. The certified flight instructor (CFI) and two passengers received serious injuries, and the student pilot was fatally injured. Visual meteorological conditions prevailed and no flight plan was filed for the instructional flight which originated at the Moraine Airpark (I73), Dayton, Ohio, and was conducted under 14 CFR Part 91. According to the CFI, she and the student pilot (and his two children) departed from Moraine Airpark and flew to Brookville Airpark to practice landings. They entered the traffic pattern at Brookville, and set up for a landing on runway 09. The CFI realized they were "way high" and instructed the student pilot to go-around. The student pilot initiated a go-around, and during the second approach he performed a "better approach;" however, the airplane was fast, and then bounced on the runway. She again instructed the student pilot to go-around, and then realized they were not going to clear a tree off the departure end of the runway. The CFI then stated, "I got it," and took the controls from the student pilot. She attempted to turn back toward the runway, as she knew that area was clear of obstacles. At the same time, the student pilot pulled back on the controls, and the airplane pitched up, entering a one-quarter spin, before it contacted the ground in a left wing low attitude. The CFI reported that they performed the approach to land with 30-degrees of flaps and during the go-around she retracted the flaps to what she believed was 10-degrees. A witness, whose front yard faces the departure end of runway 09, stated that he was in his backyard when he observed the airplane performing touch and gos. During the airplane's last approach, it was very low, and the witness lost sight of it as it passed his house. He then heard the engine RPM increase, followed by the sound of an impact. A second witness was driving westbound on a road parallel to runway 09. He observed the airplane after takeoff, flying eastbound at about 20 feet above the ground, "headed for a large tree." The airplane then pitched up to clear the tree, stalled, and banked to the left. It entered a "half corkscrew," and impacted the ground nose first, and then rocked back onto its landing gear. PERSONNEL INFORMATION Certified Flight Instructor The CFI held a flight instructor certificate with ratings for airplane single-engine land and instrument airplane. Her most recent Federal Aviation Administration (FAA) first class medical certificate was issued on December 22, 2003. Examination of the CFI's logbook revealed it was labeled "Book 2" and contained entries beginning on July 12, 2004 and ending on July 16, 2004. During that period, she logged 14.5 hours of flight time as a flight instructor. Her total flight time carried forward from a previous log was 428 hours, and her total flight time as a flight instructor carried forward was 26 hours. Student Pilot The student pilot's most recent FAA third class medical was issued on June 2, 2004. Examination of his logbook revealed entries from September 12, 1987 to July 16, 2004. According to the logbook, the student pilot performed 1 flight in 1987, 1 flight in 1988, 4 flights in 1990, and 4 flights in 1994. The next entry was on July 7, 2004, and 5 flights were documented after that in the month of July. The student pilot's total flight time documented in his logbook was 14.9 hours. AIRCRAFT INFORMATION The airplane's most recent 100-hour inspection was completed on June 22, 2004, with no abnormalities noted. METEOROLOGICAL INFORMATION Weather reported at Dayton International Airport (DAY), Dayton, Ohio,10 miles east of the accident site, at 1854, included winds from 020 degrees at 11 knots, 10 miles visibility, few clouds at 3,700 feet, temperature 24 degrees, dew point 14 degrees, and altimeter setting of 29.88 inches Hg. WRECKAGE AND IMPACT INFORMATION The wreckage was examined at the accident site on July 19, 2004. All components of the airplane were accounted for at the scene and located in a compact area. The airplane impacted a field approximately 1/3 mile east of the departure end of runway 09, on a bearing of 080 degrees from the runway. A ground scar was observed about 3 feet prior to the airplane, which contained signatures of a propeller slash mark, and an indentation in the ground consistent with the shape of the propeller spinner. In addition, the left wingtip was observed about 27 feet prior to the ground scar. The airplane came to rest on a heading of 205 degrees, and the cockpit and engine area sustained post-crash fire damage. The left outboard wing section was compressed upward and aft, at a 45-degree angle to the leading edge. The right wing displayed slight aft compression, equally distributed along its leading edge. The empennage structure was separated from the fuselage aft of the rear cabin seats, by a tear in the skin which encompassed the circumference of the structure; however, the empennage remained attached to the fuselage by control cables. Flight control continuity was confirmed from the flight control surfaces to the cockpit. Examination of the flap actuators and cockpit selector revealed the flaps were in the retracted position. Examination of the elevator trim actuator revealed it was about 12 degrees nose up. The engine remained attached to the fuselage and sustained post-impact fire damage. The engine was rotated at the propeller hub, and thumb compression and valve train continuity was obtained on all cylinders. The top spark plugs were removed; their electrodes were intact and light gray in color. Both magnetos were fire damaged, and unable to be tested for spark. The carburetor also sustained severe fire damage. Examination of both propeller blades revealed S-bending and chordwise scratching. MEDICAL AND PATHOLOGICAL INFORMATION The Montgomery County Coroner's Office performed an autopsy on the student pilot on July 19, 2004. The FAA Toxicology and Accident Research Laboratory, Oklahoma City, Oklahoma conducted toxicological testing on the pilot. ADDITIONAL INFORMATION Weather Briefing According to information provided by the FAA, the student pilot contacted the Dayton Flight Service Station (FSS), about 1200, on the day of the accident. He requested, and was given, a visual flight rules (VFR) weather briefing for a flight departing Moraine Airpark around 1800. Fueling History According to the operator of the airplane, the airplane was "topped off" with fuel on the night prior to the accident. Additionally, the accident flight was the airplane's first flight of the day. Wreckage Release The wreckage was released to a representative of the owner's insurance company on May 11, 2005.
The student pilot's control interference while the flight instructor was maneuvering to avoid a tree, which resulted in a failure to maintain airspeed and a stall/mush.
Source: NTSB Aviation Accident Database
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