NTSB Factual Report

On September 5, 1994, about 1044 hours Pacific daylight time, a Cessna 172RG, N3745B, was destroyed in a ground collision sequence during the takeoff initial climb phase of flight from Truckee, California. The aircraft was operated by the El Toro Marine Corp Air Station (MCAS) Aero Club, Santa Ana, California, and was rented by the pilot for a personal cross-country flight. The pilot and three passengers received fatal injuries. Visual meteorological conditions prevailed and no flight plan was filed.

The flight originated at El Toro MCAS on September 2, 1994, and flew to South Lake Tahoe, California. On the morning of the accident, the pilot repositioned the aircraft to the Truckee airport to pick up a passenger, and was then planning to return to the El Toro MCAS. The pilot and two of the passengers were Marine Corp helicopter pilots in training at MCAS Tustin, California.

The Truckee airport unicom operator stated that the airplane departed on runway 28. She observed the airplane rotate about midfield and assume a steep nose-high climb attitude. She stated that the airplane reached about 100 feet above the runway at the highest point. The aircraft flew down the runway without climbing higher. She said that she was "fearful of the consequences and called the fire station." After making the call, she looked back at the airplane and saw it just beyond the end of runway 28, where it appeared to stall and roll off on the left wing.

A recently retired FAA inspector and his wife were outside of the airport unicom office at the time of the accident. They observed the airplane in a nose-high attitude about 100 feet above the runway. He stated that the engine was running smoothly, but the airplane was not climbing. He said that the airplane flew in this attitude until it reached the west end of runway 28. At this time, the aircraft appeared to start a left turn, and about 90 degrees into the turn it appeared to stall, not spin, to the left. He stated that it appeared that it would strike the ground in a relatively nose-down attitude facing north. He stated that the engine was running smoothly until impact.

The density altitude was calculated to be about 7,542 feet msl at the time of the accident.

PILOT INFORMATION

According to the pilot's log book, he started his flight training on May 18, 1992, as a U. S. Marine Corp pilot. On May 21, 1994, he was issued an FAA commercial pilots certificate based on his military competence. He was rated for airplane single engine land, rotorcraft helicopter, instrument airplane, and helicopter. According to the log book, he had accumulated about 288 total flight hours. About 144 hours of that time was listed as helicopter flight time.

After the pilot's transfer to MCAS Tustin, California, he joined the military aero club at El Toro Marine Base, California. His application was dated July 6, 1994.

On August 10, 1994, the pilot started a 1.6-hour flight checkout in the accident airplane. On August 20, 1994, the pilot completed the checkout in the accident airplane, with an additional 3.4 hours of flight time.

The next time the pilot flew the accident airplane was on September 2, 1994, from MCAS El Toro to South Lake Tahoe (TVL), California. The pilot logged 4.9 hours for the trip and listed it as dual flight instruction.

On September 4, 1994, the pilot logged a 1.3-hour flight from TVL to TVL. He listed two landings, and the flight was listed as dual flight instruction at night. According to witnesses, a landing had been made at TVL that evening.

According to FAA records in Oklahoma City, Oklahoma, the right seat passenger had also been issued an FAA commercial pilots certificate based on his military competence. The certificate was issued on May 6, 1994, and was for airplane single-engine land and helicopter. He was also instrument rated for airplane and helicopter. There were no records located for an FAA medical certificate, or for an application for a certificate.

AIRPLANE INFORMATION

The airplane was manufactured as a 1980 year model. The last documented annual inspection was accomplished on December 10, 1993, at a total airframe time of 3,151.3 hours. The last documented maintenance was a 100-hour inspection dated September 2, 1994, at a total airframe time of 3,347.1 hours. At the last inspection, the engine time was listed as 1,176.1 hours since overhaul.

The majority of the baggage was recovered by the sheriff's department, and was contained in three large black plastic bags. Some of the baggage was consumed in the post crash fire. The baggage weights were estimated to be about 140 pounds (damp), and an allowance of 20 pounds was subtracted for the moisture from the fire department water application. Additional personal items still at the accident site were not weighed. The airplane occupant weights were obtained from the drivers license and/or military identification.

According to the estimated weights, the airplane was calculated to be about 2,682 pounds at departure. The center of gravity (CG) was approximately 45 inches aft of the datum (front face of firewall). The aft limit is 46.5 inches. The moment was about 121807. The certified maximum gross weight for the airplane is 2,650 pounds. The exact location and restraint of the baggage in compartments one and two could not be determined.

According to takeoff performance calculations for the conditions at the time of the accident, the airplane required a ground roll of about 1,830 feet, and 3,218 feet to clear a 50-foot obstacle. According to the unicom operator, the accident airplane became airborne about mid-field or 3,200 feet.

Prior to departure from Truckee, the airplane was fueled with 28.0 gallons of 100LL aviation fuel. The request was for fueling to the filler neck, or 24 gallons per tank. The unusable fuel is 2 gallons per tank.

METEOROLOGICAL INFORMATION

At the 1040 hours special weather observation, the weather was reported as clear with 30 miles visibility; temperature was 71 degrees Fahrenheit; dewpoint was 36 degrees Fahrenheit; wind was 020 degrees at 5 knots; and the altimeter was 30.33 inches of mercury.

WRECKAGE AND IMPACT INFORMATION

The wreckage site was located about 725 feet west of the runway 10 threshold, and about 320 feet south of the runway centerline.

The aluminum structure of the aircraft was near totally consumed by the postcrash fire. The engine compartment was found inverted with the nose wheel assembly retracted into the wheel well.

The empennage assembly was totally consumed, except for the steel parts of the hardware, the elevator actuator, and drive chain. The actuator extension was measured to be 10 degrees of tab-down deflection. According to Cessna Aircraft, the maximum deflection down is 13 degrees and the normal takeoff position is near zero degrees.

The wings were found inverted and consumed by the postcrash fire. Control cable continuity was confirmed, however, the control surfaces and their attach points were destroyed.

Postcrash disassembly and examination of the engine did not disclose any evidence of failure or malfunction that would have contributed to the accident. Some accessories were damaged by the postcrash fire and/or impact.

MEDICAL AND PATHOLOGICAL INFORMATION

On September 6, 1994, the Nevada County Sheriff/Coroner performed an autopsy on the pilot. During the autopsy, samples were obtained for analysis by the FAA Civil Aeromedical Institute (CAMI) in Oklahoma City, Oklahoma.

Results of the analysis was negative for carbon monoxide, cyanide, and drugs. The analysis was positive for volatiles; ethanol was detected in the urine at a level of 14.000 (mg/dl). No ethanol was detected in the blood.

A toxicological analysis was also performed on the right seat pilot passenger and is included in this report.

ADDITIONAL INFORMATION

On September 6, 1994, the aircraft wreckage was released to the insurance company representative for U.S. Aviation, Inc.

NTSB Probable Cause

FAILURE OF THE PILOT TO OBTAIN/MAINTAIN ADEQUATE AIRSPEED TO CLIMB AFTER TAKEOFF, WHICH RESULTED IN A STALL AND SUBSEQUENT COLLISION WITH THE GROUND. FACTORS RELATED TO THE ACCIDENT WERE: HIGH DENSITY ALTITUDE, IMPROPER TRIM SETTING FOR TAKEOFF, THE AIRPLANE'S EXCESSIVE GROSS WEIGHT, AND THE PILOT'S LACK OF EXPERIENCE IN THE MAKE/MODEL OF AIRPLANE.