NTSB Factual Report

HISTORY OF FLIGHT

On May 27, 2000, about 1023 hours mountain standard time, a Cessna 172RG, N5207U, operated by Embry Riddle Aeronautical University (ERAU), Prescott, Arizona, was destroyed during collision with terrain near Prescott. The certified flight instructor and the commercial student pilot both received fatal injuries. Visual meteorological conditions prevailed for the instructional flight operating under 14 CFR Part 91. The flight originated from Prescott, about 0932, as a local area training flight for commercial maneuvers, a simulated emergency approach and landing, and system/equipment malfunctions.

The flight was scheduled to return by 1200. When the airplane failed to return, a search of the practice area revealed the crash site on the Drake VOR 288 degree radial about 11 miles at 4,400 feet mean sea level (msl). According to available radar data, the airplane was maneuvering within the prescribed practice area. The radar data indicates a high point of 8,200 feet msl to a low of 6,500 feet msl, where radar coverage was lost.

AIRPLANE INFORMATION

The airplane was maintained on a Federal Aviation Administration (FAA) Approved Airplane Inspection Program (AAIP). The last inspection, event number 4, occurred on May 25, 2000, about 3 hours before the accident. The total airplane flight time was 6,473 hours.

On June 15, 2000, a postaccident examination of the airplane, engine, and accessories occurred at Phoenix, Arizona, with representation from Cessna Aircraft Company, Textron Lycoming, and Embry Riddle.

INSTRUCTOR PILOT INFORMATION

On December 8, 1999, the instructor pilot applied for a FAA certified flight instructor rating. He had completed the ERAU flight instructor course for airplane single engine and instrument airplane ratings. At that time he had 402 total hours.

On January 10, 2000, he received a flight instructor check ride in the Cessna 172RG.

The pilot became an ERAU faculty flight instructor on January 17, 2000, for private, commercial single engine, and instrument certification courses. At the time of the accident, the pilot had accumulated 56 hours, and had given 47 hours of dual instruction, in a Cessna 172RG. His flight records indicated he had about 569 total hours.

STUDENT PILOT INFORMATION

According to the student pilot's logbook, at the time of the accident he had accumulated about 326 total flight hours. He was issued a private pilot's certificate on November 28, 1993. He was currently enrolled at ERAU in a commercial pilot program. According to the flight training record FA-325-4, on the day of the accident the student was scheduled for unit 27 of flight number 21, a dual instructional flight.

METEOROLOGICAL INFORMATION

At 1000, the Prescott airport terminal information service (ATIS) was reporting: wind variable at 6 knots; visibility 10 miles; temperature 81 degrees Fahrenheit; dew point 39 degrees Fahrenheit; and altimeter 30:18 inHg. The density altitude was about 6,000 feet.

WRECKAGE AND IMPACT INFORMATION

The accident site was located on soft, unimproved undulating grazing ranch land free of trees or large bushes at the impact point. The location was 34 degrees 47 minutes and 35.4 seconds north latitude by 112 degrees 40 minutes and 32.0 seconds west longitude.

Initial examination of the airplane revealed the wing spar carry through structure and wings were collapsed down to about the door/window sill and glare shield level.

The wreckage path from the initial point of impact to the resting fuselage was measured to be about 140 degrees magnetic and about 60 feet. At the initial point of impact ground scar, the left wing red navigation light lens fragments were observed along with wing tip fragments. The fuselage was pointing about 042 degrees magnetic.

A second and more pronounced crater revealed evidence of the fuselage and engine compartment impact, then sliding to the point of rest.

The left wing was bent up about 10 degrees outboard of the flap. The wing outboard section was lying on the ground. About 40 inches inboard from the tip, diagonal upward bending of the wing trailing edge was noted. About five corrugations of the aileron outboard tip, with counterweight lead attached, were found separated from the aileron and located between the initial point of impact and the wreckage. About 5 gallons of fuel was drained from the left wing during wreckage recovery. The fuel system had been compromised.

The right wing was still supported in the air by the wing strut. The outboard 4-5 bays were found bent upwards about 5 degrees. A five-corrugation section of aileron/counterweight at the outboard tip was found bent up and aft.

The engine was in the normal location, but rotated to the right about 30 degrees, with heavy crushing noted to the exhaust and induction systems.

The main landing gears were in the extended positions; the nose gear was broken aft about 90 degrees.

The propeller blades displayed chordwise striations and paint removal from both sides near the tips.

The empennage remained intact with the elevator tab about neutral. The rudder displayed collapse at the top hinge point below the counterweight.

The landing gear handle was found in the down position. The wing flaps were in the retracted position. The flap handle was about a 10-degree position and bent sideways with the indicator near 30 degrees. The throttle and mixture were all the way forward. The propeller was about 1 inch aft; the governor was about midrange between stops. The carburetor heat was cold.

MEDICAL AND PATHOLOGICAL INFORMATION

On May 29, 2000, the Yavapai County Medical Examiner performed post mortem examinations of the pilots. During the course of the procedure, the FAA Civil Aeromedical Institute in Oklahoma City, Oklahoma, obtained samples for toxicological analysis. The results of the analysis for the instructor pilot were positive traces of: EPHEDRINE and PHENYLPROPANOLAMINE detected in blood samples. The results for the student pilot were negative for cyanide, volatiles, and drugs.

ADDITIONAL INFORMATION

The propeller was shipped to the manufacturer, McCauley Propeller Company, for examination. Due to the internal damage to the pitch change mechanism, a pitch angle could not be determined.

On May 16, 2001, the wreckage was released to the insurance company representative.

NTSB Probable Cause

The flight instructor's delayed remedial action, and his failure to correct an inappropriate descent during maneuvering flight, while engaged in commercial flight training maneuvers.