Sterling, MA, USA
N1572H
Cessna 177RG
Witnesses reported that, after a normal takeoff, the engine “coughed” and ran roughly as the airplane reached the approximate midpoint of the runway during the initial climb. The airplane crossed over the departure end of the runway in a nose-high attitude with the wings rocking before the left wing “dipped” and the airplane began a left turn and descended out of view. The airplane impacted terrain in a wings-level, nose-down attitude of about 60°. About 3 ounces of fuel was found in each of the intact fuel tanks, with no evidence of fuel leaking into the ground/water. Based on the available fueling records, the most recent fueling likely occurred about 4.8 flight hours before the accident flight. Estimates of fuel used during that time were between 54 and 65 gallons before the accident takeoff. The airplane’s usable fuel capacity was 60 gallons. Examination of the fuel level transmitters revealed that the left fuel tank transmitter was significantly out of specification when in the “empty” position. This would have resulted in the left fuel gauge indicating more fuel than actually present when the fuel level was at or near empty. Based on the amount of fuel found remaining in the tanks, it is likely that the left fuel gauge incorrectly indicated more fuel than was actually available. Whether or to what extent the pilot performed a preflight inspection of the airplane could not be determined; however, had the pilot visually inspected the fuel levels, he would have likely determined that there was insufficient fuel available for the flight. The pilot’s wife reported that the pilot had previously “had trouble with” the airplane’s fuel gauges. Examination of the engine revealed no anomalies that would have precluded normal operation. Based on the available information, the circumstances of the accident are consistent with a loss of engine power during takeoff due to fuel exhaustion followed by a loss of control and impact with terrain. Examination of the pilot’s seatbelt/shoulder harness revealed that it would lock normally when tensioned after the accident, however the retraction spring inside the harness reel was found incorrectly installed, and it would not recoil the belt. The belt was found completely unspooled from its reel after the accident. Therefore, it is likely that the pilot’s restraint system was not properly tensioned at the time of the accident; however, it was not possible to determine whether the pilot’s injuries were exacerbated as a result.
HISTORY OF FLIGHTOn March 11, 2020, about 1430 eastern daylight time, a Cessna 177RG airplane, N1572H, was substantially damaged when it was involved in an accident in Sterling, Massachusetts. The private pilot was fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. Two witnesses observed the pilot as he approached the parked airplane before the flight; however, due to their view, they were unable to determine if he performed a preflight inspection. Several witnesses reported that the airplane taxied to the start of runway 34. The takeoff roll and initial climb appeared and sounded normal. One of the witnesses described that, as the airplane reached midfield it was, “really high” above the treetops and the engine “coughed.” The engine noise then decreased and sounded as if it was “running rough.” The airplane’s nose lowered slightly, and the engine noise briefly increased before decreasing and running rough again. The cycle of decreasing and increasing engine noise occurred two or three times, during which the landing gear retracted into the fuselage. Another witness, who was a pilot, stated that the airplane was too high to land on the remaining runway when the engine noise first decreased. As the airplane crossed over the departure end of the runway, it appeared to be in control, and the wings rocked back and forth slightly in a “very nose high” attitude. The left wing then “dipped,” and the airplane began a turn toward the left. One of the witnesses further described that it looked like the airplane “started a cartwheel, and then just fell.” AIRCRAFT INFORMATIONAccording to the airplane owner’s manual, the airplane had a fuel capacity of 60 gallons usable fuel (30 gallons in each of the left and right wing fuel tanks). The cruise performance table for 2,500 ft indicated a fuel burn rate of between 10 and 11 gallons per hour, depending on the power setting. The maximum rate-of-climb table indicated that the fuel used for engine warm-up and a takeoff from sea-level was 1.5 gallons. The fuel pickups in each wing tank were located near the wing roots, at the rear of the tank/wing. Fuel records obtained from the pilot’s home base, Sterling Airport (3B3), Sterling, Massachusetts, revealed that the most recent fueling of the airplane at that airport was on July 16, 2019, at which time the airplane was fueled with 15.1 gallons. Acquaintances of the pilot reported that he often fueled at other locations due to the higher price of fuel at 3B3; however, a search of nearby airports did not reveal any recent fuel records for the accident airplane. The pilot’s wife found a record of a check written on October 19, 2019, to Pioneer Aviation, at Turners Falls Airport (0B5), in Montague, Massachusetts, which she believed was for fuel. According to the pilot’s logbook, he flew the airplane to that airport on that date. Based on the records in the pilot’s logbook and tracking data from the Federal Aviation Administration, the airplane flew for a total of about 4.8 hours with 13 takeoffs and landings after the flight to 0B5. This flight activity would have used an estimated 54 to 65 gallons of fuel before the accident takeoff. The pilot’s wife further reported that the pilot had trouble with the fuel gauges; however, review of the airplane’s maintenance logbooks did not reveal any entries related to the fuel gauges. AIRPORT INFORMATIONAccording to the airplane owner’s manual, the airplane had a fuel capacity of 60 gallons usable fuel (30 gallons in each of the left and right wing fuel tanks). The cruise performance table for 2,500 ft indicated a fuel burn rate of between 10 and 11 gallons per hour, depending on the power setting. The maximum rate-of-climb table indicated that the fuel used for engine warm-up and a takeoff from sea-level was 1.5 gallons. The fuel pickups in each wing tank were located near the wing roots, at the rear of the tank/wing. Fuel records obtained from the pilot’s home base, Sterling Airport (3B3), Sterling, Massachusetts, revealed that the most recent fueling of the airplane at that airport was on July 16, 2019, at which time the airplane was fueled with 15.1 gallons. Acquaintances of the pilot reported that he often fueled at other locations due to the higher price of fuel at 3B3; however, a search of nearby airports did not reveal any recent fuel records for the accident airplane. The pilot’s wife found a record of a check written on October 19, 2019, to Pioneer Aviation, at Turners Falls Airport (0B5), in Montague, Massachusetts, which she believed was for fuel. According to the pilot’s logbook, he flew the airplane to that airport on that date. Based on the records in the pilot’s logbook and tracking data from the Federal Aviation Administration, the airplane flew for a total of about 4.8 hours with 13 takeoffs and landings after the flight to 0B5. This flight activity would have used an estimated 54 to 65 gallons of fuel before the accident takeoff. The pilot’s wife further reported that the pilot had trouble with the fuel gauges; however, review of the airplane’s maintenance logbooks did not reveal any entries related to the fuel gauges. WRECKAGE AND IMPACT INFORMATIONThe airplane impacted a wooded bog about 200 yards from the departure end of runway 34, about 25 yards to the right of the extended runway centerline. All major components of the airplane were present at the accident site. The airplane came to rest in a 60° nose-down attitude with the horizontal stabilizer leaning against trees. The fuselage was oriented on a 170° magnetic heading. The engine and forward section of the airplane in front of the windscreen were immersed in mud and water. The fuselage was bent upward and buckled just aft of the baggage door. Broken branches and damaged trees were found in the vicinity of the wreckage, consistent with a near vertical descent. The leading edges of the left wing and both horizontal stabilizers were crushed and impact damaged. There were no ground scars or tree damage found leading to the main wreckage. There was no indication of fuel spillage on the ground/water. Flight control continuity was confirmed from the cockpit controls to the rudder, elevator, and ailerons. The flaps were in the UP position, and the landing gear were retracted. Both the left and right fuel tank filler caps were secure and intact. Both fuel tanks were undamaged, and each tank contained about 3 ounces of fuel. Both fuel level transmitters and their floats were found intact. When tested in place, the resistance of the left tank transmitter was measured as 87 ohms in the empty position, and 31 ohms in the full position. The right transmitter measured as 238 ohms in the empty position, and 20 ohms in the full position. The airframe manufacturer’s specification drawing for the fuel transmitters indicated that the empty value should be between 240 and 260 ohms, and the full value should be between 31.5 and 35.5 ohms. Both fuel transmitters were removed from the wings. When the center post screw of the left transmitter was rotated, the resistor mount rotated as well. When the left transmitter center post screw was removed, the resistor mount fell into the transmitter body. The right transmitter resistor mount did not rotate with the center post screw, and the resistor mount remained in place when its center post screw was removed. The left transmitter was reassembled and re-tested. After reassembly, the resistance was measured at 262 ohms in the empty position, and 54 ohms in the full position. The electric fuel pump switch was found in the ON position, and the pump operated when electrical power was applied. The fuel selector valve was in the BOTH position. The throttle, propeller, and mixture controls were all in the at or near the full forward positions. The engine was largely undamaged. One propeller blade was bent slightly aft, about mid span. Neither blade exhibited any leading edge damage nor chordwise scratches. The spinner was undamaged. A 1/2-inch wide rub mark was found on the spinner back plate, just forward of the starter ring gear, extending about 180° around its circumference. The top spark plugs were removed, all electrodes were light gray in color. The Nos. 1 and 2 plugs appeared “worn normal” and the Nos. 3 and 4 plugs appeared “normal” when compared to a Champion Check-a-Plug chart. The No. 3 plug was oil soaked. While rotating the propeller by hand, thumb compression and suction was confirmed on all cylinders. The single-drive dual magneto produced spark on all leads when its input drive shaft was rotated. About 1 to 2 ounces of fuel was found in the fuel strainer. The screen inside the strainer was absent of debris. The fuel lines leading to and from the strainer were disconnected and no fuel was found in either line. The fuel lines leading to and from the engine-driven fuel pump were disconnected and no fuel was found in either line. The fuel line between the flow divider and the fuel flow gauge was disconnected at the firewall, and fuel was present in the line. MEDICAL AND PATHOLOGICAL INFORMATIONAn autopsy of the pilot was performed by the Office of the Chief Medical Examiner, Commonwealth of Massachusetts. The cause of death was multiple blunt force injuries. Blunt force injuries were noted for the head, torso, and extremities. A review of the autopsy records was inconclusive for evidence of injuries consistent with the use (or lack thereof) of a properly fitted and tensioned restraint system. SURVIVAL ASPECTSThe pilot’s seat was equipped with the airframe manufacturer’s recommended Secondary Seat Stop Kit, Part Number SK210-174B. The assembly was intact and operated normally. All four seats were equipped with three-point restraints. The pilot’s shoulder harness was cut by first responders. It was found detached from its ceiling mount and unspooled (fully or nearly so) from the reel/retractor mechanism. Examination of the pilot’s side harness reel/retractor in the NTSB laboratory revealed that the belt retraction spring was not installed correctly and would not recoil the belt. After manually winding the belt onto the reel, the locking mechanism functioned as intended when the belt was pulled sharply. A review of the airplane’s maintenance records found no recent entries related to seat belt maintenance. The belt webbing was replaced in December 2005.
A total loss of engine power during takeoff due to fuel exhaustion. Contributing to the accident was the pilot’s inadequate preflight inspection.
Source: NTSB Aviation Accident Database
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