NTSB Identification:
ERA10FA414
14 CFR Part 91: General Aviation
Accident occurred Tuesday, August 10, 2010 in Orange, MA
Aircraft: CESSNA 172, registration: N21363
Injuries: 2 Fatal.
This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed.
On August 10, 2010, at 2115 eastern daylight time, a Cessna 172M, N21363, was substantially damaged when it impacted trees and terrain shortly after takeoff from Orange Municipal Airport (ORE), Orange, Massachusetts. The two certificated private pilots on board were fatally injured. Night visual meteorological conditions prevailed, and no flight plan was filed for the flight, destined for Hancock County - Bar Harbor Airport (BHB), Bar Harbor, Maine. The personal flight was conducted under the provisions of Title 14 Code of Federal Regulations Part 91.
According to a lineman at ORE, he received a telephone call from one of the pilots earlier in the day to arrange for after-hours fuel service. The pilot and lineman agreed that the pilot would call upon arrival at ORE. The lineman stated that he received the call at 2026, and traveled about 5 minutes from his home to the airport to fuel the airplane. As instructed by the pilots, he serviced the airplane's fuel tanks "to the top" with 26.9 gallons of 100LL aviation fuel. The lineman stated that both pilots appeared "normal and alert." The lineman finished fueling the airplane at 2055, and observed that the pilots did not "sump" the fuel tanks prior to departure.
The pilots requested that the lineman escort them to runway 32, since they were unfamiliar with ORE. Using the airport vehicle, the lineman drove in front of the airplane and directed the pilots to the runway. The lineman sat in the vehicle with the windows open as the pilots conducted an engine run-up prior to departure, and stated that the run-up sounded "normal."
The lineman watched the airplane depart ORE about 2110. He stated that the takeoff seemed "smooth" and "normal," and the engine "sounded like it was getting full power." The lineman observed the airplane make a right turn towards the north after takeoff.
A witness, who was at his home near the departure end of runway 32, heard the accident airplane fly overhead as it took off. He stated that the engine was "spitting and sputtering" and producing popping noises, which seemed to "smooth out" as the airplane turned away. He stated that the airplane appeared to be climbing, but "not as fast" as other airplanes.
Several other individuals witnessed the airplane flying over the town of Orange. They stated that the engine was "sputtering" and "popping." One witness heard the engine "hum" and "get louder and softer" prior to impact. Another witness, located less than a quarter-mile from the accident site, stated that he heard an engine "humming," and thought it was a car speeding down the road. After hearing the sounds of impact, he realized that it was an airplane. He stated that the engine noise prior to impact was "quieter than a normal airplane."
Review of preliminary Federal Aviation Administration (FAA) radar data revealed that, at 2110:10, a radar target correlated to be the accident airplane was observed northwest of ORE at 1,200 feet mean sea level (msl). The target tracked roughly northeast and climbed to 1,400 feet msl over the next 30 seconds, then tracked northwest and descended to 1,300 feet msl before radar contact was lost at 2110:57. The accident airplane had not contacted any air traffic control or flight service facilities during the accident flight.
The first pilot held a private pilot certificate with a rating for airplane single engine land. On his most recent application for an FAA third-class medical certificate, which was issued in November 2009, he reported 2,788 total hours of flight experience.
The second pilot held a private pilot certificate with a rating for airplane single engine land. His most recent FAA third-class medical certificate was issued in September 2009.
According to FAA records, the airplane was manufactured in 1974, and was equipped with a Lycoming O-320-E2D engine. The airplane's maintenance records were not immediately available for review. The tachometer reading at the accident site was 3256.0 hours.
The wreckage was located at 42 degrees, 35.72 minutes north latitude, 72 degrees, 17.89 minutes west longitude, and approximately 1.2 nautical miles north of the departure end of runway 32 at ORE. The wreckage was examined at the accident scene on August 11, 2010. There was an odor of fuel, and all major components of the airplane were accounted for at the scene.
The initial impact point was identified by freshly cut tree branches found at the base of approximately 70-foot-tall trees located on the crest of a hill, at an elevation of 549 feet. The wreckage path was oriented approximately 60 degrees magnetic and approximately 285 feet in length. Several fragments of plexiglass and both left and right wingtips were found along the path. The main wreckage came to rest among several trees approximately 6 inches in diameter.
The right wing remained attached at the wing root and displayed leading edge crush damage. The leading edge exhibited a concave dent perpendicular to the wing chord, and consistent in size with trees in the vicinity of the wreckage, approximately 2/3 outboard of its span. The fuel tank was ruptured and absent of fuel. The left wing was largely separated at the root, though a small amount of wing skin and control cables remained attached to the fuselage. The wing exhibited extensive crush damage along the entire span. The right horizontal stabilizer remained attached, and the left horizontal stabilizer was separated at its root. The leading edges of both horizontal stabilizers displayed damage consistent with impact with trees. The vertical stabilizer was separated at its base, and remained attached at the rudder attach point. All flight control surfaces were accounted for at the scene. The right aileron remained attached to the wing. The left aileron was found approximately 40 feet north of the main wreckage. The right elevator remained attached. The left elevator was found approximately 10 feet west of the main wreckage. The elevator trim actuator was found in a 5 degree tab-up (nose down) position. The flaps remained attached, and measurement of the flap actuator jackscrew correlated to the retracted position.
Control continuity was established from the ailerons, elevator, elevator trim tab, and rudder to the cockpit area. The cockpit and cabin were substantially impact-damaged. The throttle was found approximately 2 inches aft of the full power position, and was bent approximately 45 degrees to the left about 1 inch from the knob. The mixture control was found in the full rich position. The fuel selector valve was selected to the "BOTH" position.
The airplane was equipped with a two-blade, fixed pitch propeller, which was partially separated from the engine. One blade exhibited S-bending. The opposite blade was bent forward approximately 90 degrees at its mid-span point. Both blades exhibited minor scratching.
The engine remained attached to the airframe. Borescope examination of the cylinders revealed no anomalies. The crankshaft could be rotated by hand, and thumb compression and valve train continuity was established on all cylinders. The top spark plugs were removed, and all were clean and light gray in color, and exhibited normal wear. Both left and right magnetos were rotated by hand and produced spark on all towers. The oil pickup screen and fuel filter were intact and void of debris. The carburetor was broken and separated from the engine. The carburetor floats were significantly impact damaged and the carburetor bowl was void of fuel.
Two handheld global positioning system receivers were recovered from the wreckage and retained for examination at the NTSB Vehicle Recorders Laboratory.
The 2052 reported weather conditions at ORE included calm winds, 9 statute miles visibility, a broken ceiling at 8,500 feet, temperature 24 degrees C, dew point 22 degrees C, and an altimeter setting of 29.86 inches of mercury.
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suggested a quick mag check after each taxi back - and in these days of "low" lead 100, I thought it was a good idea - lead fouling happens.
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