CHI06LA070

The airplane contacted trees and the terrain while in the airport traffic pattern. There were no known witnesses to the accident; however, several witnesses reported seeing the airplane flying in the area prior to the accident. One witness reported seeing the airplane touchdown on runway 18 but did not see whether or not it stayed on the ground or if the pilot performed a touch and go. Data downloaded from a hand-help global positioning system foundin the wreckage revealed a track beginning near the pilot's departure airport at 1335. Although there are several heading changes the track continues toward the accident airport. The track showed the airplane continued west until reaching the north end of the runway. The track then turned to the south and followed the length of the runway prior to making a turn to the east. The track then showed the airplane heading north to a point approximately 2.5 statute miles north of the airport. The track then turned to the south, heading back toward the airport. According to the data, the airplane continued on a course which varied between 186 and 175 degrees true. The data also showed the airplane's ground speed decreasing from 99 miles per hour to 51 miles per hour during this period. The last data point showed the airplane on a heading of 157 degrees true with a speed of 56 miles per hour. The airplane came to rest in a wooded area approximately 500 feet east of the runway and approximately 1,000 feet north of the south end of the runway. The airplane contacted trees, which were approximately 40 feet tall, prior to impacting the ground. The airplane impacted the terrain in an approximate 45-degree nose down attitude. Examination of the wreckage did not reveal any failure/malfunction of the flight controls or engine which would have resulted in the accident. Toxicological tests detected Chlorpheniramine, Tetrahydrocannabinol (Marijuana), Tetrahydrocannabinol Carboxylic Acid (Marijuana), Phenylpropanolamine, and Psuedoephedrine in blood and tissue samples.

History of flight

On January 22, 2006, about 1440 eastern standard time, a Cessna 172, N8540B, collided with the terrain following a loss of control near the Clair County Airport (80D), Harrison, Michigan. The pilot was fatally injured. The airplane was substantially damaged. The Title 14 Code of Federal Regulations Part 91 personal flight was operating in visual meteorological conditions without a flight plan. The last known departure for the flight was from the Browne Airport (HYX), near Saginaw, Michigan, about 1330.

The airport was unattended at the time of the accident and there are no known witnesses who saw the accident occur. Employees of a business near the airport saw the airplane in the field and reported it to local authorities at 1745. A fuel receipt was found in the pilot's pocket. The receipt indicated that on the day of the accident the pilot obtained 17.42 gallons of fuel from HYX, at 1325. HYX is approximately 65 statute miles (sm) southeast of the accident site.

There were several people who contacted local authorities after the accident to report that they had either seen or heard an airplane in the area prior to the accident.

One witness reported seeing an airplane flying low, just above the trees, near his house, which is located about one mile north of the airport. He reported this occurred between 1330 and 1430, and that it was the same airplane that he later saw a picture of in the newspaper. This witness reported that the engine did not sound like it was running at full power, but it also didn't sound like the pilot was having any problems.

Another witness who lives on the east side of the airport reported that he saw a small white airplane heading north around 1400. He stated the airplane appeared to be traveling slowly.

A pilot who was at 80D reported that a Cessna 172 made a normal approach and touched down on runway 18 between 1430 and 1445. He stated he was almost positive that it was the same airplane that he saw a picture of in the newspaper on the day following the accident. He stated he saw the airplane touch down then he left the airport so he isn't sure if the airplane stayed on the ground or if it made a touch and go.

Personnel information

Federal Aviation Administration (FAA) records indicate the pilot failed the oral examination portion of his Private Pilot's test on July 2, 2005. The areas noted for reexamination were I C - Determining Performance and Limitations; D - Airplane Systems; E - Aeromedical Factors; II - Airport and Traffic Pattern Operations; and III - Normal Takeoff and Landing. The pilot's logbook showed an entry dated August 2, 2005 indicating that he received additional flight and ground training in preparation for the Private Pilot practical test. The pilot was subsequently issued a private pilot certificate with airplane single-engine land rating on August 6, 2005.

FAA records indicate the pilot held a third-class medical certificate that was issued on October 5, 2004. The medical certificate contained the restriction: "Must possess lenses for near vision."

The pilot's family provided his logbook. The first entry in the logbook was dated June 3, 2004. The logbook started with a carried over time of 66.7 hours. The last entry in the logbook that had a flight time associated with it was dated July 4, 2005. As of that date, the pilot's flight time was listed as being 145.5 hours. There was an additional page of entries, which listed dates, aircraft registration number, departure points and destinations, but no flight times.

On the pilot's application for his private pilot certificate, dated August 1, 2005, the pilot reported having 138 hours of flight time of which 118 hours were in Cessna 172 aircraft.

Aircraft information

The accident airplane was a Cessna 172, serial number 36240, which was manufactured in 1958. The 172 was a high-wing airplane equipped with fixed tricycle landing gear. The airplane was equipped with dual controls. The airplane was configured to accommodate four occupants and had a certified maximum takeoff weight of 2,200 lbs. The airplane was equipped with a Horton short takeoff and landing (STOL) kit, which consisted of stall fences and leading edge cuffs.

The airplane was issued a standard airworthiness certificate on October 17, 1957, and was certified as a normal category airplane. The accident airplane accumulated a total flight time of approximately 5,383 hours since new.

According to the aircraft logbooks, the last annual inspection was completed on November 14, 2005, at a total aircraft time of 5,378.9 hours. The logbooks listed a tachometer time of 900.1 hours at the last inspection. The tachometer time on the airplane at the time of the accident was 904.35 hours.

A Continental O-300 engine powered the airplane. The data plate for the engine was found inside the engine logbook. The serial number on that data plate was 13042. The same serial number was listed in the engine logbook. According to the engine logbook, the last annual inspection was performed on November 14, 2005. The engine time at this inspection was listed as a tachometer time of 900.1 hours and a time since major overhaul off 900.1 hours. The engine logbook indicates that cylinders number 2 and number 3 were removed, rebuilt, and reinstalled during the last annual inspection.

Meteorological information

The Roscommon County Airport (HTL), in Houghton Lake, Michigan, is equipped with an Automated Surface Observing System (ASOS). This weather observation station is located approximately 23 sm north northeast of 80D. The following weather conditions were reported prior to and after the time of the accident:

At 1453: Wind 220 degrees at 9 knots, visibility 10 sm, clear, temperature 2 degrees Celsius; dew point -3 degrees Celsius; altimeter 30.32 inches of mercury

At 1553: Wind 180 degrees at 6 knots, visibility 10 sm, clear, temperature 1 degrees Celsius; dew point -3 degrees Celsius; altimeter 30.29 inches of mercury

At 1529 the winds at 80D were recorded as being from 207 degrees at 8 knots.

Airport information

The Claire County Airport is served by runways 18/36 and 09/27. Runway 18/36 is asphalt and is 2,978 feet long by 50 feet wide. Runway 09/27 which is sod is closed during the winter months.

Wreckage and impact information

The airplane came to rest in a wooded area approximately 500 feet east of the runway and approximately 1,000 north of the south end of the runway. A global positioning system (GPS) receiver recorded the position of the main wreckage as 44 degrees 03 minutes 1 seconds North latitude, 084 degrees 48 minutes 8 seconds West longitude. The airplane contacted trees, which were approximately 40 feet tall, prior to impacting the ground. Several freshly broken tree branches varying from 2- to 5-inches in diameter were located on the ground near the wreckage.

The wreckage came to rest in an approximate 45-degree nose-down attitude on a magnetic heading of 110 degrees. The fuselage was split open at the aft portion of the left side entry door. The aft portion of the fuselage was leaning on the inboard trailing edge of the right wing, which was crushed out to the outboard flap attachment. The leading edge of the right wing tip was crushed aft approximately 45 degrees. The upper leading edge of the right wing, inboard of the wing strut, was also crushed. The leading edge of the left wing had two areas, which were crushed aft in a concave fashion. One of these crushed areas was just outboard of the wing strut and the other was outboard of the wing lights.

Examination of the aircraft revealed the flaps were in the 20-degree extended position. Control continuity was established to the ailerons, elevator, and rudder. The elevator trim was measured as being extended 1.5 inches, which equates to a neutral trim position.

Examination of