NTSB Factual Report

HISTORY OF FLIGHT

On September 6, 2003, approximately 1711 central daylight time, a Cessna 172L single-engine airplane, N7632G, was destroyed when it impacted terrain following a loss of control during takeoff from the New Braunfels Municipal Airport (BAZ), near New Braunfels, Texas. The airplane was registered to MRTW Flyers, Inc., of Spring Branch, Texas, and operated by Southern Wings, Inc., of New Braunfels, Texas. The private pilot and one passenger sustained fatal injuries and one passenger sustained serious injuries. Visual meteorological conditions prevailed, and a flight plan was not filed for the 14 Code of Federal Regulations Par 91 personal flight. The cross-country flight was originating at the time of the accident and was destined for Killeen, Texas.

According to local authorities, the three occupants of the airplane were in Laredo, Texas, the night before the accident on a reported weekend hunting trip. Three ticket stubs from the Greyhound Lines, Inc., found in one of the occupants clothing, indicated the three individuals departed from Laredo approximately 0300 on a bus, destined for San Antonio. Local authorities reported that the three individuals arrived at a family member's residence in San Antonio, approximately 0630. The pilot reportedly slept until 1330, and approximately 1400, he called Southern Wings Flight Training Center, at BAZ, and reserved the accident airplane for the rest of the day. Approximately 1700, the three occupants arrived at BAZ for the flight.

Prior to the accident flight, a company representative from the Southern Wings Flight Training Center spoke with the pilot. The pilot informed the company representative that he was intending to fly to Killeen, Texas, drop his friends off and return. The company representative asked the pilot if he needed any more fuel and if he worked a weight and balance. The company representative informed the pilot that there was approximately 2.2 hours of fuel onboard the aircraft. During the conversation, the pilot stated that his two passengers weighed 185 pounds each, and would use the self-serve fuel pump himself to refuel the airplane.

Fuel records from the self-serve fuel pump at BAZ indicated that 12.8 gallons of 100 low lead aviation fuel was purchased for the accident aircraft.

A local airshow had been scheduled at the airport for September 6, and 7. The airshow activities were concluding for the day at the time of the accident. Airshow personnel reported that runway 35 was the active runway throughout the day for the airshow.

Multiple witnesses observed the airplane taxi to runway 17 at the end of the airshow. The Safety Board obtained statements from witnesses located on the east ramp at BAZ where the airshow event was being conducted.

The first witness observed the airplane depart from runway 17, and the airplane appeared to be "kind of tippy." The airplane started a turn to the left, "not very high off the ground with the wings dipping back and forth." As the airplane started turning out over the field, it "did a complete 360-degree barrel roll."

A second witness observed the airplane takeoff at an approximate angle of 70 degrees. The witness stated "[the] pilot appeared to attempt a recovery, but seemed to overcorrect and pull up too fast." The airplane "pitched downward towards the left and entered a spin towards the right."

A third witness located in an ultralight holding short of runway 35, observed the airplane liftoff "into an extremely steep climb." There never "appeared to be any attempt of a recovery from the stall. The [air]plane did a left roll and went down." The witness also stated it "looked like the left wingtip and nose hit at about the same time."

PERSONNEL INFORMATION

The pilot was issued a private pilot's certificate with an airplane single-engine land rating on January 14, 2003, and an instrument airplane rating on August 7, 2003. The pilot was issued a second-class medical certificate on August 8, 2003, with the limitation of "MUST WEAR CORRECTIVE LENSES." The private pilot's total flight time was reported to the NTSB investigator-in-charge (IIC) to be approximately 200 hours. The pilot's logbook was not located.

The passenger in the front right seat applied for a student pilot's certificate but was denied do to medical reasons. The passenger in the back seat of the airplane held a student pilot's certificate and second-class medial certificate, issued on July 11, 2002.

During a telephone interview conducted by the IIC, the passenger, who was sitting in the back seat, stated that the accident flight was his first flight with the pilot. The passenger also stated that he "had heard the pilot was a very safe pilot."

AIRCRAFT INFORMATION

The 1971-model Cessna 172L airplane, serial number 17259332, was a high wing semimonocoque design airplane, with a fixed landing gear. The airplane was configured to carry a maximum of four occupants. The airplane was powered by a normally aspirated, direct drive, air-cooled, horizontally opposed, carbureted, four-cylinder Lycoming O-320-E2D engine, rated at 150 horsepower. The engine was equipped with a two-bladed fixed pitch McCauley propeller. The airplane was equipped with shoulder harnesses and lap belt restraints for both front seats. The rear seat was equipped with lap belt restraints.

According to the aircraft logbooks, the airplane's most recent annual inspection was completed on March 5, 2003, at a total airframe time of 3,557.0 hours. The most recent 100-hour inspection was on August 4, 2003, with an airframe total time of 3,751.1 hours, and an engine total time of 1,212.1 hours since major overhaul. The airplane had accumulated 72.24 hours since the 100-hour inspection. No open maintenance discrepancies were noted within the aircraft logbooks.

According to the Federal Aviation Administration approved Cessna 172 owners manual, in the most forward center of gravity, power off, and maximum gross weight configuration, the stall speed with flaps retracted with a zero degree bank is 57 mph. With the flaps extended to 10 degrees, the stall speed is 52 mph. With the flaps extended to 40 degrees, the stall speed is 49 mph.

METEOROLOGICAL INFORMATION

At 1651, the BAZ automated surface observing system (ASOS), reported the wind from 050 degrees at 5 knots, visibility 10 statue miles, few clouds at 7,000 feet agl, temperature 91 degrees Fahrenheit, dew point 61 degrees Fahrenheit, and an altimeter setting of 29.95 inches of Mercury.

AERODROME INFORMATION

BAZ is located four miles east of New Braunfels, Texas, with a field elevation of 651 feet msl. The non-towered airport features two asphalt runways: runway 17/35 and runway 13/31. Runway 17/35 is a 5,364-foot long by 100-foot wide asphalt runway, and runway 13/31 is a 5,352-foot long by 100-foot wide asphalt runway.

WRECKAGE AND IMPACT INFORMATION

The accident site was located near the departure end of the runway 17, approximately 499 feet left of the runway centerline. The Global Positioning System (GPS) coordinates recorded at the accident site using a hand held GPS unit were 29 degrees 91.687' minutes north latitude and 098 degrees 02.528' minutes west longitude, at an elevation of 651 feet msl. The airplane impacted soft terrain on a magnetic heading of 060 degrees, and came to rest upright on a heading of 040 degrees, approximately 25 feet to the right of the point of impact. The wreckage debris distribution area remained within an 85-foot radius to the main wreckage.

The initial ground scar measured approximately 14 feet in length and contained portions of white and red paint chips and plastic. A red navigational light lens was located adjacent to the ground scar. A crater, 2-1/2 feet wide by 2 feet long was located 8 feet from the end of the initial ground scar. A second ground scar, parallel to the left wing measured approximately 12 feet in length.

Examination of the wreckage revealed that the left wing was partially separated from the fuselage. The inboard half of the left wing was buckled and deformed from the leading edge aft to the aileron. The outboard half of the left wing was destroyed, and the left wingtip fairing was separated. A one-foot section of the aileron was separated and was located adjacent to the main wreckage. The left flap was observed to be in the up position. The vented fuel cap was secure, and the seals were found in good condition. The stall warning system was field tested at the wing and found to be operational.

The right wing remained attached to the fuselage; however, it was buckled from the leading edge to the aileron throughout the length of the wing. The area of wing skin common to the fuel tank was deformed. A 1-foot section of the aileron was partially separated. The right flap was observed to be in the up position. The vented fuel cap was secure, and the seals were found in good condition. Flight control continuity was established from the cockpit control column to the left and right wing control surfaces.

The fuselage section forward of the baggage door was deformed upward. The undercarriage of the fuselage, behind the right main landing gear attach point was bent upward. The left and right main landing gear remained attached to the fuselage. The left main landing gear was bent upwards. The nose wheel was curled aft underneath the forward part of the fuselage.

The empennage remained intact. The horizontal and vertical stabilizers remained intact, and respective flight control surfaces and cables remained attached. The elevator trim tab was measured to be in the 5-degree tab up position. Control continuity was established to the rudder and elevator trim. Elevator control continuity was established from the flight control surface to the elevator control shaft. The elevator control shaft, located between the yoke control assembly and the forward elevator bellcrank, was found fractured at the yoke control assembly attach point. The fracture surfaces were consistent with overload.

The cockpit was destroyed with crushing and component separation. The instrument panel, including surrounding structure was separated from the cockpit doorposts. The tachometer displayed 2,040 rpm and 3,289.14 hours. The magneto switch was observed in the left position. The throttle and mixture controls were found in the full forward position. Continuity was established throughout the pitot system.

Both side bases of the front left seat were separated. The outboard rear roller was still attached to the seat. The seat-locking pin was bent aft. The seat back was intact and straight. A rag and flight control lock was found under the seat. A gouge was observed on the outboard seat rail, approximately 9 1/4 inches from the front end of the rail on the outboard side. Both side bases of the front right seat were separated. The back of the seat was bent and slightly twisted. The seat-locking pin was bent aft. The outboard seat rail displayed a "mark" on the outboard side, approximately 13 inches from the front end of the rail. Safety blocks for both the left and right front seats were found installed on both the outboard seat rails.

The engine was displaced aft and curled underneath the cabin with its mounts intact. The propeller remained attached to the engine, and engine continuity was established by rotating the propeller by hand. The carburetor was separated from its attach point. Fuel was expelled when the carburetor accelerator arm was actuated. No fuel was observed in the carburetor bowl. The oil suction screen was removed and found free of contaminants. When compared to the Champion Aviation Check-A-Plug Wear Guide (Part Number AV-27), all spark plugs displayed signatures consistent to normal operation. Both magnetos remained intact to their respective mounting pads and produced spark at all outlet towers when rotated by hand. A borescope inspection revealed no mechanical deformation on the valves, cylinder walls, or internal cylinder head.

The propeller spinner was displaced and crushed downward. One propeller blade displayed an "S" bend approximately 12 inches inboard from the tip. No leading edge damage was observed. The other propeller blade displayed a leading edge gouge approximately 12 inches from the tip, as well as chordwise scratching.

No radio headsets, charts, flight gear, or logbooks were located within the aircraft wreckage.

FIRE

There was no post-impact or pre-impact fire.

MEDICAL AND PATHOLOGICAL INFORMATION

The pilot succumbed to his injuries on September 10, 2003. An autopsy was not performed on the pilot. Toxicological tests were not obtained for the pilot. According to the local law enforcement, the pilot's blood test at the hospital at the time of the accident was negative for alcohol.

TESTS AND RESEARCH

The IIC and a representative from the airplane manufacturer conducted an examination of the aircraft's seat tracks on October 28, 2003, at the facilities of Air Salvage of Dallas, near Lancaster, Texas.

The outboard seat track for the left seat (part number MC0511240-11) was bent upward approximately 90 degrees, 6 inches aft of the front of the track. Holes #1, #2, #3, and #4, were cracked and deformed. The cotter pin installed in hole #1 was not damaged. Hole #5 was elongated and deformed forward and outboard. A gouge was observed in the bottom of hole #5. The seat rail track was separated into two pieces at hole #10.

The inboard seat track for the left seat (part number MC0511240-15) remained intact. A "SAF-T-STOP" (part number 8701-04) was installed approximately 4 inches forward of the aft end of the track and was found secure.

The outboard seat track for the right seat (part number MC0511240-12) remained intact. A "SAF-T-STOP" (part number 8701-04) was installed approximately 1 3/8 inches forward of the aft end of the track and was found secure.

The inboard seat track for the left seat (part number MC0511240-14) remained intact. A seat stop was installed in hole #1 and was secure. Hole #7 was deformed with a gouge on the top of the T section of the seat track that extended forward to hole #6.

On March 17, 2004, the aircraft's seat tracks were sent to Materials Analysis Inc., of Dallas, Texas, and examined under the supervision of the IIC. The metallurgy report obtained from Materials Analysis Inc., indicated that both the left and right front seat locking pins were engaged. The fractures of the seat cast frame were consistent with overload.

An NTSB metallurgist reviewed the Material Analysis, Inc. report titled "Examination of the Seats and Rails of a Cessna 172L (N7632G)." The NTSB metallurgist found that the documentation supports that both the left and right seat pins were engaged at the time of the accident.

The airplane manufacturer calculated the weight and balance of the airplane at the time of departure using the reported weights of the occupants, estimated fuel weights, and the weight of the luggage removed from the accident site. The weight and balance was found to be within limits at the time of departure.

ADDITIONAL INFORMATION

The wreckage was released to an owner's representative on March 17, 2004.

NTSB Probable Cause

The pilot's failure to maintain airspeed sufficient for flight resulting in an inadvertent stall/spin during takeoff.