NTSB Factual Report

HISTORY OF FLIGHT

On April 16, 2010, about 1600 eastern daylight time, a Cessna 172H, N8112L, was substantially damaged during collision with terrain near the Flying 10 Airport (0J8), Archer, Florida. The certificated private pilot/owner was fatally injured. Visual meteorological conditions prevailed, and no flight plan was filed for the personal flight, which departed Trails Airport (FD50), Live Oak, Florida, about 1530, and was conducted under the provisions of 14 Code of Federal Regulations Part 91.

The pilot was discovered in the wreckage of his airplane an estimated one hour after the accident. Before he was transported to the hospital, he told a police detective that he did not recall the accident, and that his license and medical certificate were inside the airplane. The detective did not find the pilot or medical certificates, though they were later given to authorities by a relative of the pilot. The detective did find in the wreckage a printed page from an on-line flight planning program that showed FD50 as the departure airport, and 0J8 as the destination airport.

PERSONNEL INFORMATION

According to Federal Aviation Administration (FAA) airman records, the pilot held a private pilot certificate with a rating for airplane single engine land, issued on August 1, 1996. His most recent flight review was completed on August 23, 2005. The pilot's most recent FAA third class medical certificate was issued on June 10, 2007, On which he reported 400 total hours of flight experience.

Annotations in the first of two pilot logbooks that were recovered from the pilot's home listed 25 hours of total flight experience between April and September of 1968. Some annotations in the second logbook could not be reconciled as it appeared that the pilot uniquely logged a mix of individual flight times and airplane tachometer times to document his flight experience. This logbook began in August 1995, and log entries stopped on May 10, 2007. Through interpolation of the pilot’s logbook entries, the pilot would have accumulated an estimated 360 total hours of total flight experience at the time of the accident.

At the time of the accident, the pilot had a paper pilot certificate. In order to exercise airman privileges after March 31, 2010, pilots were required to hold an FAA-issued plastic replacement certificate.

AIRCRAFT INFORMATION

According to FAA records, the airplane was manufactured in 1967, and registered to the pilot in 2004. The airplane was equipped with a Continental O-200-D engine, and its most recent annual inspection was completed on February 1, 2010. The total aircraft time noted by a mechanic was 3262.9 hours, however, the airplane tachometer showed 3065.44 hours of total time at the accident site. Interpolation of maintenance records revealed an estimated 5 hours of total aircraft time accrued between November 18, 2007 and the accident date. The airplane was placarded "AVGAS ONLY" on both wings, and no records were found for approved use of automotive fuel.

AIRPORT INFORMATION

According to the FAA inspector, the cow pasture where the airplane came to rest was adjacent, and ran parallel to, the turf runway at Flying 10 Airport, which was approximately ¼ mile to the west. The runway was oriented 18/36, and was 3,200 feet long, and 170 feet wide. He added that the initial ground scar in the cow pasture was abeam the approach end of runway 36. A review of satellite images confirmed the inspector's estimates, and the proximity and orientation of the airplane to the destination airport.

METEOROLOGICAL INFORMATION

At 1553, the weather conditions reported at Gainesville Regional Airport (GNV), 13 miles northeast of the accident location were:, wind from 110 degrees at 5 knots; few clouds at 4,500 feet; visibility, 10 statute miles; temperature, 27 degrees C; dewpoint, 12 degrees C. The barometric pressure was 30.11 inches of mercury.

According to the DOT/FAA/CT-82/44 Carburetor Icing Probability Chart, atmospheric conditions at the time of the accident were conducive to "serious icing at glide power." In addition, FAA Advisory Circular 91-33A Use of Alternative Grades of Aviation Gasoline for Grade 80/87 and Use of Automotive Gasoline stated, "testing indicates that carburetor icing will occur in less time and at higher ambient temperatures with automotive gasoline than with aviation gasoline."

WRECKAGE INFORMATION

The airplane was examined at the site by FAA safety inspectors, and all major components were accounted for at the scene. There was an odor of fuel, and fuel was drained from the wing sump.

The airplane came to rest in a cow pasture, oriented approximately north/south. The wreckage path was about 90 feet long, and oriented about 340 degrees magnetic. The engine compartment was crushed upward at a 35-degree angle, and the empennage and tail sections were bent in a downward direction. The nose landing gear was separated. The propeller was bent aft and leading edge polishing was observed. The flaps were retracted, the carburetor heat was "on," and the throttle was in the idle position. These controls, as well as the control yoke, were also bent in the downward direction. All major components were accounted for at the accident site and usable fuel was drained from the wing sump.

The airplane was recovered from the accident site and a detailed examination was conducted on April 21, 2010. Flight control continuity was established from the cockpit to all flight control surfaces. Fuel system continuity was established, and a slight breach consistent with impact damage was noted. The fuel drained from the airplane had the odor and appearance of automotive gasoline.

The crankshaft was rotated by hand, and continuity was established from the powertrain through the valvetrain to the accessory section. Compression was confirmed on all cylinders using the thumb method. Both magnetos produced spark at all terminal leads. The carburetor was separated from the engine consistent with impact forces, and disassembly of the carburetor revealed no mechanical anomalies.

MEDICAL AND PATHOLOGICAL INFORMATION

The pilot died on May 10, 2010. The Office the Chief Medical Examiner for the State of Florida, Gainesville, Florida, performed an autopsy on the pilot. The autopsy report indicated that the pilot died as a result of “delayed complication of blunt injuries due to plane crash.”

Toxicological testing of the pilot was not performed.

TESTS AND RESEARCH

A handheld Global Positioning System (GPS) unit was attached to the left control yoke of the accident airplane. The unit was removed and sent to the NTSB recorders laboratory in Washington, D.C., for data extraction. The last recorded flight on the GPS depicted a flight path originating from FD50, traveling to an area about 5 miles southeast of 0J8, and terminating approximately ½ mile northwest of Suwanee Belle Airport (9FL0), Live Oak, Florida. The GPS did not record altitude or date and time information.

NTSB Probable Cause

The pilot's failure to maintain adequate airspeed for undetermined reasons while maneuvering in the vicinity of an airport, which resulted in an aerodynamic stall and hard landing.