N17SKCessna 172N · 1980

On August 25, 2016, about 1905 eastern daylight time, a Cessna 172N single-engine airplane, N17SK, collided with trees and a house while on final approach to runway 26 at the Sky King Airport (3I3) located near Terre Haute, Indiana. The private pilot was fatally injured, and the pilot-rated passenger sustained serious injuries. The airplane sustained substantial damage. The airplane was registered to the pilot-rated passenger and operated by the private pilot under the provisions of Title 14 Code of Federal Regulations (CFR) Part 91 as a personal flight. Day visual meteorological conditions prevailed, and a flight plan was not filed for the local flight that departed 3I3 about 1817.

According to the pilot-rated passenger/airplane owner, the airplane was for sale, and the purpose of the flight was to demonstrate the airplane to the private pilot, who was a potential buyer. The owner reported that the flight began with him flying from the left pilot seat and the potential buyer seated in the right pilot seat. After departing runway 26 at 3I3, the flight proceeded direct to Edgar County Airport (PRG), Paris, Indiana, where the owner made an uneventful landing on runway 27. After a short back-taxi, he departed runway 27 for the return flight to 3I3. The owner made an uneventful full-stop landing on runway 26 at 3I3. After the landing, the potential buyer asked if he could fly the airplane in the traffic pattern. The owner agreed, and they switched seats to allow the potential buyer to fly the airplane from the left pilot seat.

The owner reported that the potential buyer made an uneventful takeoff and entered left traffic for runway 26. They flew an extended downwind, about 1 mile past the end of the runway, before turning onto the base leg. The owner noted that the airplane was about 100 ft lower than normal when they turned onto the base leg. Further, when the airplane turned onto the final approach, it was below a normal approach path to the runway and at a slower-than-normal airspeed. The owner's last memory of the flight was losing sight of the runway and telling the potential buyer to "add power and lower the nose for airspeed." The owner acknowledged having some memory loss because of the injuries he sustained during the accident, and, consequently, he did not recall that the potential buyer had performed a go-around and reentered the traffic pattern for another landing attempt.

A witness, who was a flight instructor providing ground instruction to a student at the airport, reported that the airplane approached from the north, entered the traffic pattern, and landed on runway 26. After landing, the airplane back-taxied on runway 26 before it departed again. The witness described the next landing approach as being "high and fast," and he observed the airplane go around before it crossed over the displaced threshold. The witness did not observe the subsequent approach or the crash.

Another flight instructor, who was on a training flight with a new student, reported that, as they approached the airport from the north, he heard the pilot of the accident airplane announce on the common traffic advisory frequency that they were departing runway 26 and would remain in the traffic pattern. The flight instructor stated that he entered the traffic pattern and followed the accident airplane on the downwind and base legs. The flight instructor observed the accident airplane perform a go-around after it turned onto final approach to runway 26. The flight instructor then made a full-stop landing on runway 26. While taxiing toward the ramp, the flight instructor observed the accident airplane on the downwind leg. The flight instructor did not see the crash.

Another witness, located near the accident site, reported hearing the airplane pass over his house and noted that it was significantly louder than normal. He then saw the airplane traveling at a low altitude and slow speed before he heard it collide with a tree. After hearing the collision with the tree, he heard an increase in engine speed before the airplane crashed into a house.

Another witness, who was in her backyard at the time of the accident, observed the airplane flying at a lower-than-normal altitude toward the airport. She stated that the airplane briefly climbed before colliding with a tree. She did not see the airplane's final descent into the house.

A postaccident review of radar track data confirmed the timeline of the flight and the number of approaches that the airplane made. About 1817, the airplane departed runway 26 at 3I3 and proceeded direct to PRG. About 1830, the airplane departed runway 27 at PRG and proceeded back to 3I3. The airplane approached 3I3 from the north and entered the traffic pattern for runway 26 on a left crosswind leg. The airplane then continued in left traffic and landed on runway 26 about 1845. There were no airplanes observed in the traffic pattern for about 10 minutes.

At 1855:09, the airplane departed runway 26 and entered a left traffic pattern. At the same time, another airplane was approaching the airport from the north that subsequently entered the traffic pattern for runway 26 behind the accident airplane. At 1859:09, the accident airplane descended below available radar coverage at 900 ft above mean sea level (msl) on a 1-mile final approach to runway 26. At the same time, the other airplane was in a left turn from the downwind leg to the base leg for runway 26.

At 1900:33, the accident airplane reappeared on radar at 900 ft msl about 1/2 mile from the departure end of runway 26. At 1900:47, the other airplane descended below available radar coverage at 800 ft msl on a 0.6-mile final approach to runway 26. The accident airplane continued in left traffic for runway 26, and, at 1904:24, it descended below available coverage at 900 ft msl while on a 1.4-mile final approach to runway 26. The final radar return was recorded about 1.1 miles east-northeast of the initial impact with the tree.

--- Pilot (Potential Buyer) ---

According to Federal Aviation Administration (FAA) records, the 60-year-old pilot held a private pilot certificate with a single-engine land airplane rating that was issued on March 19, 2012. His most recent FAA third-class medical certificate was issued on November 6, 2014, with a limitation for corrective lenses. A search of FAA records showed no previous accidents, incidents, or enforcement proceedings.

The pilot's flight history was established using his logbook. The final logbook entry was dated August 13, 2015, at which time he had 121.4 hours total flight time of which 118.9 hours were in single-engine land airplanes and 2.5 hours were in a glider. The pilot had logged 12 hours in Cessna 172 airplanes, which were flown between December 19, 2013, and January 3, 2014. He had logged 86.5 hours as pilot-in-command, 4.3 hours at night, and 32.8 hours in simulated instrument conditions. The logbook did not contain any recorded flights during the 12 months before the accident. A review of invoices for a rental airplane established that the pilot's last flight, which was 0.7 hours, occurred on September 22, 2015, in a Piper PA-28-181 single-engine airplane. Additionally, there was no record that the pilot had ever completed a flight review, as required by 14 CFR 61.56, after being issued his private pilot certificate on March 19, 2012.

--- Pilot-Rated Passenger (Airplane Owner) ---

According to FAA records, the 63-year-old pilot-rated passenger held a private pilot certificate with a single-engine land airplane rating that was issued on July 14, 2015. His most recent FAA third-class medical certificate was issued on May 16, 2016, with a limitation for corrective lenses. A search of FAA records showed no previous accidents, incidents, or enforcement proceedings.

The pilot's flight history was established using his logbook. The final logbook entry was dated July 31, 2016, at which time he had 135.5 hours total flight time, all in Cessna 172 single-engine airplanes. He had logged 48.6 hours as pilot-in-command, 3.4 hours at night, 5.0 hours in actual instrument meteorological conditions, and 12.9 hours in simulated instrument conditions. He had flown 24.7 hours during the 12 months before the accident, 4.4 hours during the 6 months before the accident, 2.4 hours during the 90 days before the accident, and 1 hour during the month before the accident. The logbook did not contain any recorded flight time for the 24-hour period before the accident flight. The pilot's only flight review, as required by 14 CFR 61.56, was completed upon the issuance of his private pilot certificate dated July 14, 2015.

The 1980-model-year airplane, serial number 17273809, was a high-wing monoplane of aluminum semi-monocoque construction. The airplane was powered by a 160-horsepower, 4-cylinder, Lycoming O-320-H2AD reciprocating engine, serial number L-495-76T. The engine provided thrust through a fixed-pitch, two-blade, McCauley 1C160/DTM7557 propeller, serial number 82011. The four-seat airplane was equipped with a fixed tricycle landing gear, wing flaps, and had a maximum allowable takeoff weight of 2,300 pounds. The FAA issued the airplane a standard airworthiness certificate on February 13, 1980. The pilot-rated passenger purchased the airplane on December 17, 2014.

According to maintenance documentation, the last annual inspection was completed on December 9, 2015, at 15,025.1 total airframe hours. The airplane's recording hour meter indicated 3,903.7 hours before the accident flight and 3,904.6 hours at the accident site. The airframe had accumulated a total service time of 15,073 hours. The engine had accumulated a total service time of 9,554.6 hours since new and had accumulated 378.6 hours since being overhauled on August 1, 2013. A postaccident review of the maintenance records found no history of unresolved airworthiness issues. The airplane had two fuel tanks, one located in each wing, and a total fuel capacity of 42 gallons. A review of fueling records established that the airplane's fuel tanks were topped-off on July 31, 2016, and that the airplane had accumulated 1.8 hours since this refueling.

A postaccident review of available meteorological data established that day visual meteorological conditions prevailed at the accident site. The nearest aviation weather reporting station was located at Terre Haute International Airport (HUF) about 7 miles south-southeast of the accident site. At 1853, about 12 minutes before the accident, the HUF automated surface observing system reported: wind 280° at 5 knots, 10 miles surface visibility, a clear sky, temperature 31°C, dew point 23°C, and an altimeter setting 30.03 inches of mercury.

The 1980-model-year airplane, serial number 17273809, was a high-wing monoplane of aluminum semi-monocoque construction. The airplane was powered by a 160-horsepower, 4-cylinder, Lycoming O-320-H2AD reciprocating engine, serial number L-495-76T. The engine provided thrust through a fixed-pitch, two-blade, McCauley 1C160/DTM7557 propeller, serial number 82011. The four-seat airplane was equipped with a fixed tricycle landing gear, wing flaps, and had a maximum allowable takeoff weight of 2,300 pounds. The FAA issued the airplane a standard airworthiness certificate on February 13, 1980. The pilot-rated passenger purchased the airplane on December 17, 2014.

According to maintenance documentation, the last annual inspection was completed on December 9, 2015, at 15,025.1 total airframe hours. The airplane's recording hour meter indicated 3,903.7 hours before the accident flight and 3,904.6 hours at the accident site. The airframe had accumulated a total service time of 15,073 hours. The engine had accumulated a total service time of 9,554.6 hours since new and had accumulated 378.6 hours since being overhauled on August 1, 2013. A postaccident review of the maintenance records found no history of unresolved airworthiness issues. The airplane had two fuel tanks, one located in each wing, and a total fuel capacity of 42 gallons. A review of fueling records established that the airplane's fuel tanks were topped-off on July 31, 2016, and that the airplane had accumulated 1.8 hours since this refueling.

The initial impact point was the top of a large 50-ft-tall oak tree located about 190 ft east of the house where the main wreckage came to rest. The oak tree was located along the extended runway 26 centerline about 1,355 ft from the runway's displaced threshold. There were numerous small limbs and leaves distributed between the initial impact point and the house. The airplane's final resting position inside the house was consistent with a near vertical descent through the roof of the house.

A postaccident examination of the airplane confirmed flight control cable continuity from all flight control surfaces to their respective cockpit controls. The wing flaps were found extended to 10°. The throttle and mixture controls were full open and full rich, respectively. The magneto switch was found in the "BOTH" position. The carburetor heat control was found in the "ON" position. The altimeter's Kollsman window was centered on 30.04 inches of mercury. The fuel selector was positioned to draw fuel from both wing fuel tanks. No fuel was recovered from either wing tank; however, there was a significant odor of aviation fuel beneath the wreckage at the accident site. Additionally, a witness reported seeing fuel drain from the wreckage immediately following the accident. The airframe fuel strainer assembly contained a blue fluid consistent with 100-low-lead aviation fuel. The recovered fuel was not contaminated with water or particulates.

The engine remained attached to the firewall through its mounts. Mechanical continuity was confirmed from the engine components to their respective cockpit controls. Internal engine and valve train continuity were confirmed as the engine crankshaft was rotated. Compression and suction were noted on all cylinders in conjunction with crankshaft rotation. The spark plugs were removed and exhibited features consistent with normal engine operation. The single-drive dual magneto provided spark on all leads as the engine crankshaft was rotated. A borescope inspection revealed no anomalies with the cylinders, pistons, valves, or valve seats. There were no obstructions between the air filter housing and the carburetor. The carburetor fuel bowl contained residual liquid that had the odor of 100 low-lead aviation fuel. The propeller separated from the engine crankshaft flange. Both propeller blades exhibited S-shape bends, blade twisting, and chordwise burnishing.

The postaccident wreckage examination did not reveal evidence of any anomalies that would have precluded normal operation of the airplane during the accident flight.

The pilot initially survived the accident; however, he subsequently died 9 days after the accident from the injuries that he sustained during the accident. The Office of the Associate Chief Medical Examiner, Frankfort, Kentucky, performed an autopsy on the pilot. The cause of death was attributed to an anoxic brain injury due to multiple blunt-force injuries. No toxicological testing was performed due to the lack of available specimens taken on, or near, the date of the accident.