NTSB Factual Report

HISTORY OF THE FLIGHT

On July 7, 1995, about 1007 eastern daylight time, a Cessna 172RG, N9324B, registered to Boca Aircraft Leasing Number 100, Inc., crashed shortly after takeoff from Fort Lauderdale Executive Airport, Fort Lauderdale, Florida, while on a 14 CFR Part 91 personal flight from Fort Lauderdale to Orlando, Florida. Visual meteorological conditions prevailed at the time and a visual flight rules flight plan was filed. The aircraft was destroyed and the private-rated pilot and one passenger were fatally injured. One occupant of a car which struck the aircraft after impact received minor injuries and two other occupants of the car were not injured. The flight was originating at the time of the accident.

Witnesses observed the aircraft shortly after takeoff from runway 13. They stated that as the aircraft crossed the departure end of the runway it appeared to be at a lower than normal altitude for departing aircraft. The aircraft reached an altitude of about 250 feet and did not appear to be gaining altitude. The engine sounded like it sputtered and lost power suddenly. The wings of the aircraft rocked from left to right and the aircraft entered a left turn. The aircraft stalled and entered a spin to the left from which it crashed nose first on a city street. A car traveling east on the street collided with the aircraft. Witnesses did not report seeing any abrupt nose up maneuvers before the aircraft entered a spin.

PERSONNEL INFORMATION

See First Pilot Information.

AIRCRAFT INFORMATION

See Aircraft Information.

METEOROLOGICAL INFORMATION

Visual meteorological conditions prevailed at the time. See Weather Information.

WRECKAGE AND IMPACT INFORMATION

The aircraft crashed in the eastbound lane of the 1100 block of Commercial Blvd., Fort Lauderdale, Florida. Examination of the crash site showed the aircraft impacted in a 60-75 degree nose down attitude while on a southeasterly heading. The aircraft then bounced and skidded about 30 feet east and came to rest. An automobile collided with the aircraft after impact.

Examination of the aircraft showed all components of the aircraft which are necessary for flight were located on or around the main wreckage of the aircraft. The leading edges of each wing was crushed aft. Continuity of all flight control cables was established. The landing gear motor and flap motor were found in the retracted position. The airframe fuel valve was in the both position and all fuel lines were clear of obstructions.

Examination of the engine showed the propeller flange separated from the crankshaft during impact. The engine would not rotate due to impact damage. Teardown examination of the engine assembly showed that continuity of the crankshaft, camshaft, valve train, and accessory drives was established. All components had normal lubrication and the oil pump gears had a normal appearance. Each intake and exhaust valve opened and closed normally within the cylinders. Removal of each valve showed each valve and valve guide had normal wear. The No. 3 cylinder contained some 100LL fuel. Each valve, spark plug, and the exhaust system had a light grey-tan exhaust color. The muffler baffling was in place and there was no evidence of leakage from the muffler. The cable-driven engine tachometer was found indicating 2100 rpm after the accident.

Each magneto operated normally when placed on a test stand. The engine ignition switch sustained impact damage and was found in the right magneto position. The switch operated normally when tested after the accident. The engine-driven fuel pump was found to contain about 2 ounces of 100LL fuel. The pump operated normally after the accident. The electric driven fuel pump operated normally after the accident. The switch for this pump had sustained impact damage and was found in the off position. The carburetor air filter had sustained impact damage but no parts of the filter were found separated.

Examination of the carburetor at the crash site showed the throttle cable was still attached. The engine had partially separated from the firewall and had rotated and pulled on the engine control cables. The mixture cable was loose from the carburetor and the mixture arm was just above the idle cutoff position. The mixture arm has a locking device to prevent from moving in case of a cable failure. There were marks on the cable where it pulled out of the retaining clamp on the mixture arm.

Teardown examination of the carburetor showed the bowl contained clean 100LL fuel. The fuel inlet filter screen was clear of debris. The needle shutoff valve retaining spring had been dislodged by impact forces. All jets and orifices were open. The metal floats had no leaks.

The propeller separated from the engine during the crash when the propeller flange separated from the crankshaft. One of two blades separated from the propeller hub. Three propeller slash marks were found on the road at point of initial impact. The distance between the first and second marks was 25 inches. The distance between the second and third marks was 20 inches. The propeller governor sustained impact damage as a result of the accident. The adjusting mechanism had separated from the governor body. The governor body rotated normally and the inlet oil screen was clear of debris. Teardown examination of the propeller showed there was no evidence of any type of propeller failure before ground impact. Damage to the blades was consistent with a propeller being rotated by high engine power at the time of impact. See propeller teardown report.

Examination of the aircraft at the crash site showed the pilot's seat was separated from the tracks and in a forward position. Examination of the tracks showed each was bent upward and twisted forward of the fourth locking hole from the front. The seat had a lock installed to prevent it from slipping rearward. The passenger's seat was still partially attached to the seat tracks. The seat was in a forward position and had a rearward slip lock installed.

Examination of the cabin doors at the crash site showed the right cabin door had separated on impact. The door handle was found in the locked position. The left cabin door remained attached to the aircraft. The door handle was found in the locked position.

MEDICAL AND PATHOLOGICAL INFORMATION

Post-mortem examination of the pilot and passenger was conducted by Drs. Lisa M. Flannagan and Eroston A. Price, Associate Medical Examiners, Broward County, Florida. The cause of death was determined to be multiple blunt traumatic injuries. No findings which could be considered causal were reported.

Post-mortem toxicology studies on specimens obtained from the pilot and passenger was performed by Dr. Teri Stockham, Broward County Medical Examiner's Office. The tests for the pilot were negative for ethanol alcohol, basic, acidic, and neutral drugs. The tests were positive for less than 5 percent carbon monoxide. For additional medical and pathological information see supplement K and toxicology reports.

TESTS AND RESEARCH

A fuel sample obtained from the engine fuel lines was tested by Panair Laboratory, Inc., Miami, Florida. The lead content was typical for 100LL aviation fuel. See fuel test report.

Logbook records showed that FAA Airworthiness Directive 87-20-03 requiring inspection of the seat and seat tracks for wear had been recorded as complied with at a 100-hour inspection on June 28, 1995, 2 flight hours before the accident.

ADDITIONAL INFORMATION

The aircraft wreckage was released on July 12, 1995, to James W. Myers, President, Executive Flyers Association. Components retained by NTSB for examination were released on July 12, 1995, and October 31, 1995.

NTSB Probable Cause

THE FAILURE OF THE PILOT TO MAINTAIN AIRSPEED AFTER A MOMENTARY LOSS OF ENGINE POWER DURING TAKEOFF, RESULTING IN AN INADVERTENT STALL/SPIN. THE REASON FOR POWER LOSS COULD NOT BE DETERMINED.