NTSB Factual Report

On June 22, 2018, at 0700 central daylight time, a Cessna 172L, N7239Q, was destroyed during a collision with trees, powerlines, and terrain during the initial climb after takeoff from Diamondhead Airport (66Y), Diamondhead, Mississippi. The student pilot was fatally injured. Visual meteorological conditions prevailed, and no flight plan was filed for the solo instructional flight which was conducted under the provisions of Title 14 Code of Federal Regulations Part 91.

According to the student pilot's flight instructor, who was also the owner/operator of the airplane, the purpose of the flight was to conduct solo traffic pattern work at 66Y. The student pilot was to conduct full-stop landings and taxi back to the approach end of the runway before initiating the next takeoff.

A police detective witnessed the airplane while he was traveling westbound on the interstate near the departure end of runway 36. He said that the airplane appeared over the interstate traveling "slowly" northbound, just above treetop height.

With a model of an airplane in his hand, the witness displayed the airplane crossing the roadway as the nose pitched up from a level pitch attitude. Once the airplane was across the interstate and above the trees on the north side, the nose gradually pitched down as the airplane rolled and turned to the left until it was out of view below the trees. The witness stated his car was directly abeam the airplane at that time, and he had traveled about 1/2 -mile past the accident site when he saw smoke above the trees.

Diamondhead Airport was at 14 ft elevation and positioned between Interstate 10 and Cutoff Bayou. Runway 36/18 was 3,800 ft long and 75 ft wide. Runway 36 ended immediately prior to Interstate 10, which was a four-lane divided highway oriented east-west.

Preliminary radar data obtained from the Federal Aviation Administration (FAA) depicted four left-hand traffic patterns were completed prior to the accident flight. The airplane was first acquired on radar at 0628:28. At 0658:24, near the conclusion of the fourth approach, the airplane was at 225 ft mean sea level (msl), and 1,100 ft prior to the approach end of the runway. There were no further radar targets identified as the accident airplane. The witness statement and the proximity of the accident site to the runway placed the airplane in an area consistently below radar coverage.

The wreckage was examined at the site, and all major components were accounted for at the scene. The wreckage path was oriented about 210° and was about 75 ft in length. The airplane came to rest upright and was oriented 098°. Several pieces of angularly cut wood, some greater than 8-inches in diameter, were scattered around the airplane.

The cockpit, cabin area, right wing, and the empennage were consumed by a postcrash fire. The left wing displayed uniform crushing along the leading edge. Striation marks and tearing along the leading edge consistent with a wire contact were visible. The tail section showed thermal damage but remained mostly intact.

The engine was exposed, the propeller remained attached, and each displayed significant thermal damage. The right magneto and oil filter were separated from the engine, and the left magneto remained secure in its mounts.

The engine was rotated by hand through the vacuum pump pad. Continuity was confirmed through the accessory section to the valvetrain and power train. Thumb suction and compression were observed at all cylinders except for the No. 2 cylinder.

The No. 2 cylinder intake valve appeared not fully seated. The cylinder was removed and leak-checked with water. Water drained from the intake port with only valve-spring tension applied to the valve stem. The valve was "staked" using a mallet and when water was again poured into the interior of the cylinder, no liquid was observed draining out of the intake port. Coking on the intake valve stem was consistent with the valve in an open position while exposed to the postimpact fire.

Flight control continuity was confirmed from the cockpit area to the flight control surfaces or their associated hardware and attachment points. The flap actuator jackscrew was intact, and measured in its as-found condition. Measurement of the exposed threads corresponded with a full-flap, 40-degree-extention setting.

The student pilot was issued an FAA third-class medical and student pilot certificate in September 2017. A review of his logbook revealed he had accrued 169.1 total hours of flight experience. His first solo endorsement was dated June 12, 2018 after he had accrued 164.9 total hours of flight experience.

According to FAA records, the airplane was manufactured in 1972. Its most recent annual inspection was completed October 1, 2017 at 4,898.4 total aircraft hours.

At 0650, the weather recorded at Stennis International Airport (HSA), 3 miles west of the accident site included clear skies and calm winds. The temperature was 24°C, and the dew point was 24°C. The altimeter setting was 29.93 inches of mercury.