# NTSB CEN18FA011: Cessna 172M, N7CF, Ramsey, MN, October 13, 2017 - Type: NTSB accident investigation - Classification: Accident · Fatal · Field investigation · Final report - Date: October 13, 2017, 17:34 local (22:34 UTC) - Place: Ramsey, MN - Coordinates: 45.218055, -93.433891 - Nearby events: https://openairdocs.org/map.md?lat=45.2181&lon=-93.4339&mi=10 - Phase of flight: [Maneuvering](https://openairdocs.org/ntsb-phases/450) (OpenAirDocs' grouping) - Defining event: [Maneuvering-low-alt flying: Low altitude operation/event](https://openairdocs.org/ntsb-events/220) - Highest injury: Fatal - Injuries: 2 fatal - Status: Completed, report May 9, 2018 - Report: Approved by Office Director - NTSB office: Central Region - Parties: FAA Flight Standards, Textron Aviation - NTSB case key (mKey): 96186 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=CEN18FA011 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/96186/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=96186 - Page: https://openairdocs.org/ntsb/CEN18FA011 ## Probable cause The pilot's decision to fly along the river at a low altitude contrary to applicable regulations and safety of flight considerations which resulted in the impact with the power lines. Contributing to the accident was the pilot's inability to see the and avoid the power lines due to their proximity to a bend in the river and the position of the sun at the time of the accident. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Info processing/decision: decision making/judgment](https://openairdocs.org/ntsb-findings/02041520): Personnel issues › Action/decision · Pilot (probable cause); cases with it: [Cessna 172M, 36 cases](https://openairdocs.org/ntsb-findings/02041520/cases.md?model=2072418), [All aircraft, 3,098 cases](https://openairdocs.org/ntsb-findings/02041520/cases.md) - [Performance/control parameters: altitude](https://openairdocs.org/ntsb-findings/01062012): Aircraft › Aircraft oper/perf/capability · Not attained/maintained (probable cause); cases with it: [Cessna 172M, 17 cases](https://openairdocs.org/ntsb-findings/01062012/cases.md?model=2072418), [All aircraft, 1,310 cases](https://openairdocs.org/ntsb-findings/01062012/cases.md) - [Object/animal/substance: wire](https://openairdocs.org/ntsb-findings/03022032): Environmental issues › Physical environment · Contributed to outcome (probable cause); cases with it: [Cessna 172M, 7 cases](https://openairdocs.org/ntsb-findings/03022032/cases.md?model=2072418), [All aircraft, 588 cases](https://openairdocs.org/ntsb-findings/03022032/cases.md) - [Light condition](https://openairdocs.org/ntsb-findings/03036000): Environmental issues › Conditions/weather/phenomena · Effect on personnel (probable cause); cases with it: [Cessna 172M, 1 case](https://openairdocs.org/ntsb-findings/03036000/cases.md?model=2072418), [All aircraft, 15 cases](https://openairdocs.org/ntsb-findings/03036000/cases.md) - [Attention/monitoring: monitoring environment](https://openairdocs.org/ntsb-findings/02021545): Personnel issues › Psychological · Pilot (probable cause); cases with it: [Cessna 172M, 15 cases](https://openairdocs.org/ntsb-findings/02021545/cases.md?model=2072418), [All aircraft, 809 cases](https://openairdocs.org/ntsb-findings/02021545/cases.md) - [Object/animal/substance: wire](https://openairdocs.org/ntsb-findings/03022032): Environmental issues › Physical environment · Ability to respond/compensate (probable cause); cases with it: [Cessna 172M, 7 cases](https://openairdocs.org/ntsb-findings/03022032/cases.md?model=2072418), [All aircraft, 588 cases](https://openairdocs.org/ntsb-findings/03022032/cases.md) - [Light condition](https://openairdocs.org/ntsb-findings/03036000): Environmental issues › Conditions/weather/phenomena · Ability to respond/compensate (probable cause); cases with it: [Cessna 172M, 1 case](https://openairdocs.org/ntsb-findings/03036000/cases.md?model=2072418), [All aircraft, 15 cases](https://openairdocs.org/ntsb-findings/03036000/cases.md) - [Personality/attitude: personality](https://openairdocs.org/ntsb-findings/02021030): Personnel issues › Psychological · Pilot; cases with it: [Cessna 172M, 1 case](https://openairdocs.org/ntsb-findings/02021030/cases.md?model=2072418), [All aircraft, 8 cases](https://openairdocs.org/ntsb-findings/02021030/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Maneuvering-low-alt flying: Low altitude operation/event](https://openairdocs.org/ntsb-events/220) (defining event); cases with it: [Cessna 172M, 8 cases](https://openairdocs.org/ntsb-events/220/sequence.md?model=2072418), [All aircraft, 780 cases](https://openairdocs.org/ntsb-events/220/sequence.md) - [Maneuvering-low-alt flying: Collision with terr/obj (non-CFIT) ](https://openairdocs.org/ntsb-events/470); cases with it: [Cessna 172M, 100 cases](https://openairdocs.org/ntsb-events/470/sequence.md?model=2072418), [All aircraft, 10,189 cases](https://openairdocs.org/ntsb-events/470/sequence.md) - [Uncontrolled descent: Collision with terr/obj (non-CFIT) ](https://openairdocs.org/ntsb-events/470); cases with it: [Cessna 172M, 100 cases](https://openairdocs.org/ntsb-events/470/sequence.md?model=2072418), [All aircraft, 10,189 cases](https://openairdocs.org/ntsb-events/470/sequence.md) ## Analysis After takeoff, the pilot proceeded south until reaching the Mississippi River when he proceeded to fly along the river at a low altitude. As the airplane approached a bend in the river, the pilot entered a shallow left turn to follow the river. The airplane subsequently struck power lines spanning the river that were located about 200 yards beyond the bend. Ground-based video footage and witness statements indicated that the airplane was at or below the height of the trees lining both sides of the river shortly before encountering the power lines. One witness initially thought that the pilot intended to fly under the power lines due to the low altitude of the airplane. Several witnesses also noted that the sound of the engine seemed normal and steady before the accident. A post-recovery examination of the airplane did not reveal any anomalies consistent with a preimpact failure or malfunction. The power lines were below the level the trees on either side of the river. Red aerial marker balls were installed on the power lines at the time of the accident. Weather conditions were good at the time of the accident; however, the sun was about 9° above the horizon and aligned with the river. It is likely that the position of the sun in relation to the power lines hindered the pilot's ability to identify the hazard as he navigated the bend in the river at low altitude. In addition, the location of the power lines relative to the river bend minimized the reaction time to avoid the lines. FAA regulations prohibit operation of an aircraft less than 500 feet above the surface in uncongested areas unless approaching to land or taking off, and at least 1,000 feet from obstacles in congested areas. They also prohibit operations in a reckless manner that endanger the life or property of another. Based on the available information, the airplane was less than 100 feet above the river and within 400 feet of the residences located along the river during the final portion of the flight. The pilot's flight instructor described the pilot as "reckless" because of his habit of low-level flying. While the location of the bend in the river and the position of the sun relative to the power lines may have hindered the pilot's ability to see and avoid the lines, it was the pilot's decision to operate the airplane along the river at a low altitude contrary to applicable regulations and safety of flight considerations that caused the accident. ## Factual narrative FAA regulations (14 CFR 91.13) prohibit the operation of "an aircraft in a careless or reckless manner so as to endanger the life or property of another." Furthermore, except when necessary for takeoff or landing, the regulations (14 CFR 91.119) require pilots to maintain an altitude of at least 1,000 feet above the highest obstacle within a 2,000-foot horizontal radius of the aircraft in congested areas. In uncongested areas, pilots must maintain at least 500 feet above the surface, except over open water or sparsely populated areas. In those cases, an aircraft may not be operated closer than 500 feet to any person, vessel, vehicle or structure. FAA regulations (14 CFR 91.215) require aircraft operated within 30 miles of the Minneapolis-St. Paul International Airport from the surface to 10,000 feet mean sea level to be equipped with an operable transponder and Mode C-capable automatic pressure altitude reporting equipment. In addition, the regulations (14 CFR 91.413) specify that a transponder may not be used unless it has been tested and inspected within the preceding 24 months. The accident site was located within 30 miles of the Minneapolis-St. Paul International Airport. A review of the airplane maintenance records revealed that the originally installed engine, a 150-horsepower Lycoming O-320-E2D, was removed and the accident engine, a 180-horsepower Lycoming O-360-A1A, was installed in December 1984. The originally installed propeller was also changed at that time. The engine/propeller retrofit was completed under Supplemental Type Certificate (STC) SA807CE. In December 1986, the airframe was converted from a tricycle landing gear configuration to a tail wheel landing gear configuration under STC SA5433SW. In May 1996, an 18-gallon supplemental fuel tank was installed in the aft baggage compartment under STC SA615NE. Maintenance records indicated that testing and inspection of the transponder was completed in September 2010. The records contained no subsequent entries related to the transponder. The pilot's mechanic confirmed that the airplane was equipped with automatic pressure altitude reporting equipment having Mode C capability. On October 13, 2017, at 1734 central daylight time, a Cessna 172M airplane, N7CF, was destroyed during an in-flight collision with power lines and the Mississippi River near Ramsey, Minnesota. The pilot and passenger were fatally injured. The airplane was registered to and operated by the pilot as a 14 Code of Federal Regulations Part 91 personal flight. Visual meteorological conditions prevailed. The flight was not operated on a flight plan. The local flight originated from the Princeton Municipal Airport (PNM), Princeton, Minnesota, about 1705. Federal Aviation Administration (FAA) air traffic control radar position data depicted an airplane on a visual flight rules (VFR) transponder code near PNM. The initial contact was recorded at 1708 and the airplane subsequently proceeded south. At 1731, the airplaneturned toward the southeast for approximately 1 mile before reversing course toward the northwest and proceeding along the Mississippi River. The final data point was recorded at 1733; the airplane was about 0.25 mile east of the Ferry Street Bridge and about 2.5 miles southeast of the power lines at that time. No altitude (mode C) data was available. Ground-based video footage, taken by a witness located about 200 yards east of the accident site, depicted the airplane flying at low altitude over the Mississippi River. The airplane appeared to be near treetop level proceeding northwest along the river. It appeared to be intact and in a shallow left turn apparently to follow a bend in the river at that location. Witnesses reported observing the airplane strike power lines as it flew along the river. Several witnesses noted that the airplane was below the level of the trees that lined both sides of the river. One witness initially thought that the pilot intended to fly under the power lines due to the low altitude of the airplane. Several witnesses also noted that the sound of the engine seemed normal and steady before the accident. An autopsy of the pilot was performed at the Midwest Medical Examiner's Office in Ramsey, Minnesota, on October 16, 2017. The pilot's death was attributed to blunt force injuries sustained in the accident. Toxicology testing performed by the FAA Bioaeronautical Research Sciences Laboratory was negative for all drugs in the testing profile. According to data obtained from the U.S. Naval Observatory, at the time of the accident, the sun was approximately 9° above the horizon to the west-southwest (249°). Sunset was at 1831 on the day of the accident. The pilot's private pilot certificate was issued in November 2012. On the application for that certificate, he reported 70 hours total flight time. His pilot logbook was reportedly kept in the airplane; it was not recovered. On his most recent application for an FAA airman medical certificate in March 2017, the pilot reported a total civilian flight time of 300 hours, with 35 hours flown within the preceding 6 months. The pilot's flight instructor informed FAA inspectors that the pilot was "reckless" when he flew because of his habit of low-level flying. The instructor stated that he had counseled the pilot not to fly in such a manner. The pilot's father also informed FAA inspectors that his son was in the habit of flying at low altitudes along the Mississippi River. The airplane impacted a set of four power lines installed across the Mississippi River. The river was about 190 yards wide and was bordered by wooded areas on both sides at that location. The power lines were located about 200 yards west of a bend in the river. The river was oriented to the northwest (about 300°) east of the bend. West of the bend, the river was oriented to the southwest (about 250°). The power lines were installed with dual-pole supports on each shoreline. The poles extended about 47 feet aboveground level, which was about the height of the trees along either river bank. According to witness statements, the power lines were equipped with red aerial marker balls. The airplane was recovered from the river two days after the accident; however, the wings and cabin doors had separated from the fuselage and were not recovered. A postaccident examination did not reveal any anomalies consistent with a preimpact failure or malfunction. A detailed summary of the examination is included in docket associated with the investigation. ## Aircraft - Registration: [N7CF](https://openairdocs.org/deregistered/N7CF-2019-09-06), registration cancelled 2019-09-06, S/N 17265261, built 1975 (OpenAirDocs) - Reported make and model: CESSNA 172M (M) - Registry model: [Cessna 172M](https://openairdocs.org/model/cessna-172m) (registry code 2072418) (OpenAirDocs) - Registry engine: [Lycoming 0-320 series](https://openairdocs.org/engine/lycoming-0-320-series) (registry code 41508, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 17265261 - Year built: 1975 - Airframe hours: 3359.5 - Engines: LYCOMING O-360-A1A 180 horsepower reciprocating - Damage: Destroyed - Flight: Personal, Part 91 - Airworthiness certificate: Standard, Utility; Standard, Normal - Last inspection: Annual, May 2, 2017, 8 hours before - Departed: PNM, Princeton, MN - Destination: PNM, Princeton, MN - Equipment: Stall warning system ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 47; injuries: fatal; private; airplane ratings: single-engine land; medical: class 3, waiver time limited special; seat: left; restraint: 3-point; toxicology performed; flight hours: 300 total, 230 in this make and model, 270 as pilot in command ## Weather - Conditions: Visual (VMC), Day - Wind: 10° at 5 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 57 °F, dew point 28 °F - Altimeter: 30.10 inHg - Observed at: MIC, 10 nm away ## FAA reports on this event (1) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Accident 20171013014639A](https://openairdocs.org/incident/20171013014639A), Oct 13, 2017: Cessna 172M, Ramsey, MN, Destroyed, 2 fatal. Pilot and his wife departed on a local flight from princeton municipal airport (kpnm), Minnesota. Pilot was flying up the Mississippi river at a low altitude… ## Docket (16 files) The files NTSB released with the investigation on April 25, 2018, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=96186. 36.5 MB in all. - Witness Statements (item 1, .PDF, 5.2 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40462477&FileExtension=.PDF&FileName=Witness%20Statements-Master.PDF - Plot of ATC Radar Position Data (item 2, .PDF, 2 photos, 1.4 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40462478&FileExtension=.PDF&FileName=Plot%20of%20ATC%20Radar%20Position%20Data-Master.PDF - Image of the Accident Airplane (item 3, .PDF, 1 photo, 291 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40462479&FileExtension=.PDF&FileName=Image%20of%20the%20Accident%20Airplane-Master.PDF - Ground-based Video Footage of the Accident Airplane (item 4, MP4, 14.1 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40462480&FileExtension=mp4&FileName=Ground-based%20Video%20Footage%20of%20the%20Accident%20Airplane-Master - Interview Summary - Pilot's Father (item 5, .PDF, 307 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40462481&FileExtension=.PDF&FileName=Interview%20Summary%20-%20Pilot%27s%20Father-Master.PDF - FAA/NTSB Interview Summaries - Mechanic/Flight Instructor (item 6, .PDF, 170 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40462482&FileExtension=.PDF&FileName=FAA%2FNTSB%20Interview%20Summaries%20-%20Mechanic%2FFlight%20Instructor-Master.PDF - Summary of Airplane Examination (item 7, .PDF, 55 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40462483&FileExtension=.PDF&FileName=Summary%20of%20Airplane%20Examination-Master.PDF - Report Photos (item 8, .PDF, 18 photos, 2.4 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40462484&FileExtension=.PDF&FileName=Report%20Photos-Master.PDF - Maintenance Records - Airframe Logs (Excerpts) (item 9, .PDF, 9.3 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40462485&FileExtension=.PDF&FileName=Maintenance%20Records%20-%20Airframe%20Logs%20(Excerpts)-Master.PDF - Maintenance Records - Engine Logs (Excerpts) (item 10, .PDF, 2.7 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40462486&FileExtension=.PDF&FileName=Maintenance%20Records%20-%20Engine%20Logs%20(Excerpts)-Master.PDF - Excerpts of Federal Aviation Regulations - 14 CFR Part 91 (item 11, .PDF, 95 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40462487&FileExtension=.PDF&FileName=Excerpts%20of%20Federal%20Aviation%20Regulations%20-%2014%20CFR%20Part%2091-Master.PDF - Weather Documentation (item 12, .PDF, 82 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40462488&FileExtension=.PDF&FileName=Weather%20Documentation-Master.PDF - Sun Position Data - U.S. Naval Observatory (item 13, .PDF, 70 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40462489&FileExtension=.PDF&FileName=Sun%20Position%20Data%20-%20U.S.%20Naval%20Observatory-Master.PDF - Toxicological Report - Pilot (item 14, .PDF, 79 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40462490&FileExtension=.PDF&FileName=Toxicological%20Report%20-%20Pilot-Master.PDF - Statement of Party Representatives to NTSB Investigation (item 15, .PDF, 130 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40462491&FileExtension=.PDF&FileName=Statement%20of%20Party%20Representatives%20to%20NTSB%20Investigation-Master.PDF - Release of Aircraft Wreckage, NTSB Form 6120.15 (item 16, .PDF, 154 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40462492&FileExtension=.PDF&FileName=Release%20of%20Aircraft%20Wreckage,%20NTSB%20Form%206120.15-Master.PDF From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.