ATL05FA128

The passenger stated the pilot conducted a preflight inspection and an engine run up before departing Transylvania County Airport and no deficiencies were noted. The pilot did not use the entire length of the runway for takeoff and the airplane lost power after takeoff. The runway is 2,903 feet in length. Review of performance data revealed the airplane would have a ground roll of 870 feet. A witness observed the airplane on its takeoff roll. He said the airplane was about one third down the runway and did not seem to be going very fast, nor did it sound like the airplane was developing full power. The witness turned around, looked back towards the departure end of the runway and the airplane had disappeared from view. The witness then observed black smoke off the departure end of the runway. Another witness stated she heard an airplane approaching her location. The engine sounded like it was at a low rpm, which she attributed to the sound being masked by the terrain. The airplane came into view and was observed at a low altitude in a steep nose down left turn with the left wing perpendicular to the ground. Examination of the crash site revealed a scar was present on the ground and extended 23 feet 10 inches long. Pieces of the left red and white forward wing tip and left red navigation light were located in the ground scar. One propeller blade strike and a red and white paint transfer were located on a road 27 feet down the crash debris line. The left wing was pushed aft and separated. The left wing was bent upward at a 90-degree angle 9 feet 6-inches outboard of the wing root and accordion crushing was located on the leading edge of the wing and wing skin. The right wing was separated at the wing root and was located forward of the left wing. No anomalies were noted with the airframe, flight controls, or engine assembly and accessories.

History of flight

On July 10, 2005, at 1437 eastern daylight time, a Cessna 172N, N73747, registered to a private owner and operated by Greenville Aviation, operating as a 14 CFR Part 91 business flight, collided with the ground on initial take off climb from Transylvania County Airport, Brevard, North Carolina. Visual meteorological conditions prevailed and no flight plan was filed. A post crash fire destroyed the airplane. The private pilot was fatally injured and one passenger received serious injuries. The flight originated from Transylvania County Airport on July 10, 2005, at 1436. The accident was reported to the Transylvania County Communication 911 operators at 1438.

The passenger stated the pilot conducted a preflight inspection and an engine run up before departing Transylvania County Airport and no deficiencies were noted. The passenger could not remember what runway they departed from and stated the pilot did not use the entire length of the runway for takeoff. The passenger was asked if there were any anomalies encountered on takeoff: what the problem was, and if the problem occurred on the runway or after rotation? The passenger replied, "We lost power after takeoff."

A witness stated he observed the pilot complete a preflight inspection, start the engine and taxi to runway 09. The witness heard the airplane engine increase in power and assumed the pilot was doing an engine run up, but could not see the airplane from his location. A short time later the witness observed the airplane on its take off roll. The airplane was about one third down the runway and did not seem to be going very fast, nor did it sound like the airplane was developing full power. The witness turned around when an airplane tow motor was being cranked up, he looked back towards the departure end of the runway and the airplane had disappeared from view. He then observed black smoke off the departure end of the runway. Another witness stated she heard an airplane approaching her location. The engine sounded like it was at a low rpm, which she attributed to the sound being masked by the terrain. The airplane came into view and was observed at a low altitude in a steep nose down left turn with the left wing perpendicular to the ground. The witness ran up the hill and called the 911 emergency operators.

Personnel information

Review of information on file with the FAA Airman's Certification Division, Oklahoma City, Oklahoma, revealed the pilot was issued a private pilot certificate on January 23, 2004, with ratings for airplane single engine land. The pilot's last biennial flight review was conducted on January 31, 2004. The pilot held a third class medical issued on May 18, 2005, with no restrictions. The pilot reported on his application for the medical certificate that he had accumulated 68 total flight hours with 4 hours flown in the last six months. Review of information provided by Greenville Aviation revealed the pilot had flown 1.8 hours in the Cessna 172 before the accident. The pilot's first flight in the Cessna 172 was on May 22, 2004. The pilot's last recorded flight at Greenville Aviation was in a Cessna 172 on May 5, 2005, and the pilot had flown 1.4 hours in the last 90 days. The pilots logbook was consumed by the post crash fire.

Aircraft information

Review of the airplane logbooks revealed the last annual inspection was conducted on February 4, 2005. The tachometer time was 1,453.9 hours and airframe time at the annual inspection was 6,807.0 hours. The last 100-hour inspection was conducted on June 20, 2005. The tachometer time was 1642.6 hours and airframe time at the 100-hour inspection was 6,995.7 hours. Triad Aviation Inc., overhauled the engine, on August 18, 2004. The Hobbs time at take off was 1903.8 hours and the tachometer was 1673.5 hours. The Hobbs meter and tachometer were destroyed. Review of refueling records on file at Greenville Aviation revealed the airplane had been topped off with 15.760 gallons of 100 low lead fuel on July 9, 2005. The airplane was flown by another pilot for 1 hour and 12 minutes after it was topped off. The accident pilot departed Greenville, South Carolina, on July 10, 2005, with 30 gallons of 100 low lead fuel. The pilot did not refuel the airplane at Transylvania County Airport before returning to Greenville, South Carolina.

Meteorological information

The 1354 surface weather observation at Ashville, North Carolina, was: wind 170-degrees at 8 knots, visibility 10 miles, few clouds 3,100, 5,500 feet scattered, temperature 81 degrees Fahrenheit, dew point temperature 66 degrees Fahrenheit, and altimeter 30.21.

Wreckage and impact information

The wreckage was located adjacent to Freeman Gas Company on a delivery road at the intersection of Crab Creek Road and Old Highway 64 in Penrose, North Carolina. A ground scar was present on a heading of 060-degrees magnetic and extended 23 feet 10 inches long. Pieces of the left red and white forward wing tip and left red navigation light were located in the ground scar. One propeller blade strike and a red and white paint transfer were located on the delivery road 27 feet down the crash debris line on a heading of 052-degrees. The airplane came to rest on a heading of 345-degrees. The crash debris line extended 77 feet.

The engine assembly was displaced to the right and remained attached to the firewall by the left upper and lower engine mounts and the right lower engine mount. The right upper engine mount separated. The vacuum pump received fire damage and separated from its attachment pad. The vanes and rotor were intact. The starter separated from its mounting pad. The oil filter was separated. The engine oil cooler separated from its mounting pads and the hoses were burned off. The engine assembly received fire damage. The No. 2 induction tube was crushed. All remaining induction tubes were intact. The nose wheel was fire damaged and separated from the nose gear upper and lower attachment fittings. The nose gear was located to the left and next to the fuselage forward cabin area. The propeller remained attached to the crankshaft propeller flange. The spinner was crushed upward on the right side. One propeller blade exhibited chord wise scratching on the face of the propeller blade and torsional twisting and "s" bending was present. The propeller blade tip was curled aft with leading edge gouging. The remaining propeller blade was separated 14-inches outboard of the propeller hub. The separated propeller blade was located 55 feet north west of the propeller blade strike and torsional twisting, and "s" bending were present. Chord wise scarring was present on the face and back side of the propeller blade. Gouging was present on the leading edge of the outboard 1 feet of the propeller blade.

Broken segments of the windshield were located on the delivery road adjacent to the main wreckage. The instrument panel was fire damaged. The left and right doorposts were consumed by fire. Both control wheels were located and received fire damage. The control yoke was intact and the control yoke chains remained attached to the aileron control cables. The control yoke assembly pulleys were fire damaged. The drum assembly was consumed by fire. The forward elevator bell crank was intact and fire damaged with the elevator cables attached. The tube between the forward elevator bell crank and the control yoke remained attached. The elevator cables were intact from the forward elevator bell crank aft to the control surfaces. The left rudder cable was attached to the rudder pedal assembly. The left rudder cable was burned and separated in the forward cabin area. The remaining left rudder cable was intact and extended rearward to the rudder. The right rudder cable was attached to the right rudder pedal assembly and was intact rearward to the rudder. The elevator trim cables remained attached to the elevator tab control chain. The majority of the e