Statesboro, GA, USA
N2476Y
CESSNA 172S
After the pilot and the pilot-rated passenger taxied to the ramp after landing, their two passengers (who were seated in the rear of the airplane) exited the airplane and were rushing to get to a waiting ride. The first passenger exited toward the engine (forward), while the second passenger exited toward the tail of the airplane. The pilot stated that he was busy following the checklist to turn off the airplane and the two passengers exited without him knowing. The power was at idle, and before he could shut off the mixture control, the first passenger was struck by the propeller. According to the pilot-rated passenger, while the pilot was trying to shut down the engine, the passengers exited the airplane, and the first passenger ran into the propeller. According to the surviving passenger, she exited the left side of the airplane, and the first passenger exited the right side of the airplane. No instructions were given to them as they exited. She could hear that the propeller was turning as she walked away from the airplane to get into her ride. Although the pilot stated that the passengers exited without him knowing, the airplane had seats for only 4 occupants. Review of the airplane manufacturer’s published guidance indicated that entry and exit from the airplane was accomplished through either of two entry doors, one on each side of the cabin at the front seat positions; the door handles used to open the doors were located on the forward part of the armrests for the front seats. Unlike an automotive type of door handle, they had to be rotated from a “LOCK” position, past a “CLOSE” position, and then aft to a “OPEN” position, so that the door could be pushed open to be able to exit the airplane. Review of photographs also indicated that the mounting positions of both the left and right door handles were located about 3 feet forward of the rear seating position, in close proximity to each of the pilots, and were not accessible to the rear seat passengers unless the passengers reached around the front seats, which the pilots were occupying at the time. No checklist or amplified procedure for the conduct of normal operation was discovered that required the opening of the airplane’s doors before engine shutdown. The manufacturer’s and Federal Aviation Administration guidance also indicated that stopping the engine was the most effective way to ensure the passengers arrived and departed the vicinity of an airplane safely. No medications were found during toxicological testing of the fatally injured passenger that would have contributed to the accident. The pilot and pilot-rated passenger likely unlatched and opened the doors before shutting the engine down and disembarked the passengers without instructions for deplaning.
On October 16, 2022, about 2235 eastern daylight time, a Cessna 172S, N2476Y was not damaged when it was involved in an accident in Statesboro, Georgia. The pilot, pilot-rated passenger, and one passenger were not injured; one passenger was fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. On the day of the accident, both the pilot and pilot-rated passenger had departed from Brooksville-Tampa Bay Regional Airport (BKV), Brooksville, Florida, around 1504 and arrived at Statesboro-Bulloch County Airport (TBR), Statesboro, Georgia, around 1728. After loading two passengers, they departed for Savannah/Hilton Head International Airport (SAV) at 1829 and arrived at SAV about 1852. The pilot and the pilot-rated passenger (who was the pilot’s brother) had rented the airplane from the flight school in which they both were enrolled. The purpose of the series of flights was for them to build more flight time, and while doing so, to fly a friend and his dinner date from TBR to SAV. After they arrived in SAV, the pilot and pilot-rated passenger had something to eat while they waited on their friend and his date to return to the airport. Upon their return, they loaded the passengers into the rear set of seats and departed SAV around 2210. According to the pilot, after taxiing to the ramp, their friend and his dinner date exited the airplane and were rushing to get to a waiting ride. Their friend exited forward, toward the engine, and his date exited toward the tail of the airplane. The pilot stated that he was busy following the checklist to turn off the airplane and that the two passengers exited without him knowing. The power was at idle, and before he could shut off the mixture control their friend was struck by the propeller. According to the pilot-rated passenger, while the pilot was trying to shut down the engine, the passengers exited the airplane and their friend ran into the propeller and fell down right in front of the airplane. He and the pilot then lifted him up and carried him off the ramp. According to the surviving passenger, she exited the left side of the airplane, and her date exited the right side of the airplane. No instructions were given to them as they exited. She could hear that the propeller was turning as she walked away from the airplane and toward their waiting ride. Toxicological testing of the fatally injured passenger was performed by the Federal Aviation Administration Civil Aerospace Medical Institute’s Bioaeronautical Sciences Research Branch, in Oklahoma City, Oklahoma. No ethanol, drugs of abuse, or carboxyhemoglobin were detected. Office of Bulloch County Coroner, Bulloch County Georgia, determined that the cause of death was, cerebral lacerations to the head, and the manner of death, was accident. No autopsy was performed. Review of the airplane’s Pilot’s Operating Handbook (POH) indicated that entry to, and exit from, the airplane was accomplished through either of two entry doors, one on each side of the cabin at the front seat positions. The doors incorporated a recessed exterior door handle, a conventional interior door handle, a key-operated door lock (left door only), a door stop mechanism, and openable windows in both the left and right doors. Exit from the airplane was accomplished by rotating the door handle, which was located on the forward part of the arm rests for the front seats from the “LOCK” position, past the “CLOSE” position, aft to the “OPEN” position, and then pushing the door open. During the review, no checklist or amplified procedure for the conduct of normal operation was discovered that required the opening of the airplane’s doors before engine shutdown. Review of photographs provided by the Bulloch County Sheriff’s Office also indicated that the mounting positions of both the left and right door handles were located about 3 feet forward of the rear seating position, near the front of each door, in close proximity to each of the pilots, and were not accessible to the rear seat passengers unless they reached around the front seats and the pilots who were occupying them at the time. According to the Textron Pilot Safety and Warning Supplements, (D5139-13), “Review of propeller accidents indicates that most were preventable. A propeller under power, even at slow idling speed, has sufficient force to inflict fatal injuries. Pilots can be most effective in ensuring that passengers arrive and depart the vicinity of the airplane safely by stopping the engine(s) during loading and unloading.” According to the Airplane Flying Handbook (FAA-H-8083-3C), “Passengers may have little experience with the open ramp of an airport. The pilot should ensure the safety of the passengers by cautioning them to move on the surface only as directed. If not under the pilot's direct supervision, passengers should have an escort to ensure their safety and ramp security.” Federal Aviation Administration guidance contained in the Propwatcher’s Guide (P-8740-37) also stated that: “Every year people are seriously injured or killed by walking into aircraft propellers. As a pilot, you are the key person in preventing these accidents.” It continued: o Always brief your passengers on the safe routes to and from the airplane, and stress that the area around the propeller is dangerous .. o Emphasize that the greatest danger of the propeller is its being invisible when rotating. o Need assistance? First shut your engine down and brief your assistants on their assigned task. Emphasize that the area around the propeller is to be avoided. o Never ask an untrained person to hand prop your aircraft. o Never ask an unqualified person to hold the brakes or operate the engine controls while you swing the propeller. It also provided briefing points for Boarding, Exiting, and Loading: Boarding o Approach the airplane only on the passenger entrance side. o Walk behind the wing from outboard of the wingtip toward the entry door, except when the engines are stopped and the cabin entry door is forward of the wing. o Never walk under the wing, except to enter the cabin door. o Always stay clear of the propeller(s) whether the engine(s) is running or not. Exiting o Walk directly behind the wing toward the wingtip when leaving the airplane, except when the cabin exit door is forward of the wing. o Wait until the propeller has stopped rotating and always avoid the propeller area. o Do not walk under the wing. o Walk to the wingtip before changing your exit path. o Avoid the area of the engine and propeller of any aircraft whether the engine(s) is running or not. Loading When practical, the airplane engine(s) should be shut down for loading or discharging passengers or cargo. Paths to and from the airplane should be the same as listed above. Hand propping an aircraft engine can only be justified under extreme circumstances. Aircraft with sophisticated electrical systems and/or avionics equipment should not be dispatched with a dead or weak battery.
The pilot’s failure to include deplaning procedures as part of a passenger safety briefing and failure to have the passengers remain onboard until the engine was shut down, which resulted in a passenger subsequently being struck by the rotating propeller.
Source: NTSB Aviation Accident Database
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