CHI03FA086

The airplane was destroyed when it impacted into a harvested agricultural field. The non-instrument rated pilot had received a pre-flight weather briefing and was informed that visual flight rules (VFR) flight was not recommended. Once airborne, the pilot contacted flight service and was given updated weather information. The briefer informed the pilot of a recently released AIRMET (Airman's Meteorological Information) for instrument meteorological conditions and that VFR flight was not recommended. The AIRMET included both the destination airport and the accident site. The weather at the destination airport, 8 nautical miles and 235 degrees from the accident site listed 6 statute miles visibility and an overcast ceiling at 900 feet above ground level (AGL). A weather reporting station 13 nautical miles and 107 degrees from the accident site, recorded a visibility of 7 nautical miles and clear skies. A weather reporting station 23 nautical miles and 188 degrees from the accident site, recorded a visibility of 1 1/4 statute miles with mist and an overcast ceiling at 300 feet AGL. Witnesses reported that the weather at the accident site was cloudy and drizzly. Examination of the wreckage revealed no evidence of a pre-impact defect.

History of flight

On March 16, 2003, at 1601 central standard time, a Cessna 172N, N5315D, piloted by a private pilot, was destroyed when it impacted the ground near Foley, Minnesota. The 14 CFR Part 91 personal flight was on a visual flight rules (VFR) flight plan. The pilot and his two passengers were fatally injured. The airplane departed from the Richard I. Bong Airport, Superior, Wisconsin, and was en route to the St. Cloud Regional Airport (STC), St. Cloud, Minnesota. The exact departure time has not been determined. The pilot activated the VFR flight plan in-flight at 1459.

A witness reported seeing the airplane flying in the area prior to the accident. He said that his attention was drawn to the airplane because the engine was "loud." He stated that the airplane was trailing white smoke. He stated that he did not see the airplane for about 1 to 2 minutes and then saw the airplane impact the terrain. He also reported that the weather was cloudy.

Another person who was at the scene when the accident happened reported that the weather condition was cloudy and drizzly. She reported that she did not actually witness the impact.

Personnel information

The pilot held a private pilot certificate with a rating for single-engine land airplanes. The certificate was issued on December 27, 2002.

A review of pilot's application for his second-class medical certificate and student pilot certificate was conducted. That application, dated September 10, 2001, listed no previously existing medical conditions in the medical history section of the application. The pilot was issued a second-class medical certificate and student pilot certificate on September 10, 2001. The medical certificate listed a limitation that the pilot possess glasses for near/intermediate vision. The pilot listed zero flight time on the application for his medical certificate.

A review of the pilot's airman certification records was conducted. On the application for his private pilot certificate, dated December 26, 2002, the pilot listed 72.0 hours total flight experience, 55.6 hours instruction received, 15.2 hours solo, 10.8 hours cross country instruction received, 5.1 hours solo cross country, 3.4 hours of instrument time, and 3.0 hours of night instruction received. The pilot's application was approved and a temporary airman certificate was issued on December 27, 2002.

Federal Aviation Administration records show that the pilot did not possess an instrument rating. No pilot logbook records were recovered.

Aircraft information

The airplane was a 1979 Cessna model 172N, serial number 17272512. The airplane was of all aluminum construction with strut braced wings and seating for four occupants. The airplane had fixed tricycle landing gear.

According to the airframe maintenance records, the most recent annual inspection was performed on September 20, 2002. The airplane had accumulated 8,309.09 hours total time in service at the time of the annual inspection. The records further indicate that a 100-hour inspection was performed on February 19, 2003, at an airframe total time of 8,602.7 hours.

A 160 horsepower Lycoming O-320-H2AD engine, serial number L-3165-76T, powered the airplane. According to the engine maintenance records, the engine was last overhauled on September 19, 2002. At the time of the overhaul the engine had accumulated 5,290.8 total hours time in service. The most recent 100-hour inspection entry indicates that the engine had accumulated 5,584.7 total hours and 293.9 hours since overhaul as of February 19, 2003.

Meteorological information

The weather reporting station at STC, located 8 nautical miles and 235 degrees from the accident site, recorded the weather at 1603 as: Wind 200 degrees at 7 knots; Visibility 6 statute miles with mist; Sky condition overcast at 900 feet above ground level (AGL); Temperature 8 degrees Celsius; Dew point 7 degrees Celsius; Altimeter setting 29.59 inches of mercury.

The weather reporting station at the Princeton Municipal Airport, located 13 nautical miles and 107 degrees from the accident site, recorded the weather at 1558 as: Wind 190 degrees at 6 knots; Visibility 7 statute miles; Sky condition clear; Temperature 15 degrees Celsius; Dew point 8 degrees Celsius; Altimeter setting 29.58 inches of mercury.

The weather reporting station at Maple Lake Municipal Airport, located 23 nautical miles and 188 degrees from the accident site, recorded the weather at 1554 as: Wind 240 degrees at 6 knots; Visibility 1 1/4 statute miles with mist; Sky condition overcast at 300 feet AGL; Temperature 7 degrees Celsius; Dew point 6 degrees Celsius; Altimeter setting 29.60 inches of mercury.

Communications

About 1430 on the day of the accident, the pilot contacted the Green Bay Automated Flight Service Station and filed a flight plan and received a standard weather briefing. During the conversation, the pilot informed the briefer that he was having a hard time talking and that he was just getting over the flu. The briefer informed the pilot of several locations near the destination with visibilities below 3 miles with mist and fog and broken to overcast ceilings at 100 to 500 feet AGL. The briefer informed the pilot that Maple Lake, Minnesota; Litchfield, Minnesota; and Hutchinson, Minnesota were all experiencing instrument flight rules weather conditions. The briefer also informed the pilot that the terminal area forecast for Saint Cloud called for southwest winds at 7 knots, 4 miles visibility with mist, ceilings 500 feet broken, occasionally one mile visibility with mist, ceilings 500 feet scattered, and 1,200 feet broken. The briefer informed the pilot that, based on the terminal area forecast, VFR flight was not recommended.

About 1455 on the day of the accident, the pilot contacted the Princeton Automated Flight Service Station via his aircraft radio to activate his VFR flight plan. During the communication with the briefer, the pilot was informed of a new AIRMET (Airman's Meteorological Information) for instrument meteorological conditions, that had been issued for the area from Brainerd, Minnesota to 20 nautical miles east-northeast of Minneapolis, Minnesota to 40 nautical miles southeast of Redwood Falls, Minnesota and back to Brainerd. The AIRMET included the destination airport as well as the location of the accident. The briefer informed the pilot that VFR flight was not recommended.

The full transcripts of the communications between the pilot and the Green Bay and Princeton Flight Service Stations are included in the public docket associated with this investigation.

Wreckage and impact information

An on-site examination of the wreckage was begun on March 17, 2003. The airplane impacted into a farm field about 3 miles south of Foley, Minnesota. The coordinates of the accident site were determined to be 45 degrees, 37.364 minutes north latitude, and 93 degrees, 54.455 minutes west longitude. The debris field extended from the initial impact point in a 072-degree magnetic direction for about 250 feet.

All of the airplane flying surfaces and control surfaces were accounted for within the debris field. The wings, upper cabin section, firewall, and engine were separated from the lower cabin and aft fuselage. The lower cabin and aft fuselage remained attached and were located near the initial impact point. The fuselage skins were crushed aft with the right main landing gear resting beneath the right horizontal stabilizer.

The tail surfaces remained attached to the aft fuselage. The tail surfaces were crushed and deformed. The elevator remained attached to the horizontal stabilizer, and the rudder remained attached to the vertical stabilizer. The elevator trim tab actuating rod extension corresponded to a trim tab deflection of about 10 degrees tab up.

The wings remained attached to the upper cabin section of the fuselage. Both w