N21363

HISTORY OF FLIGHT

On August 10, 2010, at 2111 eastern daylight time, a Cessna 172M, N21363, was substantially damaged when it impacted trees and terrain shortly after takeoff from Orange Municipal Airport (ORE), Orange, Massachusetts. The two certificated private pilots on board were fatally injured. Night visual meteorological conditions prevailed, and no flight plan was filed for the flight, destined for Hancock County - Bar Harbor Airport (BHB), Bar Harbor, Maine. The personal flight was conducted under the provisions of Title 14 Code of Federal Regulations Part 91.

About 1615, the left-seat pilot contacted the Raleigh Automated Flight Service Station to file a Washington D.C. Special Flight Rules Area Flight Plan. During the telephone call, the pilot stated that two persons would be onboard the flight, and that he would be the pilot for the flight. He also stated that he planned to depart from Tipton Airport (FME), Odenton, Maryland about 1700, and that his ultimate destination was Maine. No further communications associated with either pilot or the accident airplane were recorded by any flight service stations or air traffic control.

According to a lineman at ORE, he received a telephone call from the right-seat pilot earlier in the day to arrange for after-hours fuel service. The right-seat pilot and lineman agreed that the pilot would call upon arrival at ORE. The lineman stated that he received the call at 2026, and traveled about 5 minutes from his home to the airport to fuel the airplane. As instructed by the pilots, he serviced the airplane's fuel tanks "to the top" with 26.9 gallons of 100LL aviation fuel. The lineman stated that both pilots appeared "normal and alert." The lineman finished fueling the airplane at 2055, and observed that the pilots did not sump the fuel tanks prior to departure.

The pilots requested that the lineman escort them to runway 32, since they were unfamiliar with ORE. Using the airport vehicle, the lineman drove in front of the airplane and directed the pilots to the runway. The lineman sat in the vehicle with the windows open as the pilots conducted an engine run-up prior to departure, and stated that the run-up sounded "normal."

The lineman watched the airplane depart ORE about 2110. He stated that the takeoff seemed "smooth" and "normal," and the engine "sounded like it was getting full power." The lineman observed the airplane make a right turn towards the north after takeoff.

A witness, who was at his home near the departure end of runway 32, heard the accident airplane fly overhead as it took off. He stated that the engine was "spitting and sputtering" and producing popping noises, which seemed to "smooth out" as the airplane turned away. He stated that the airplane appeared to be climbing, but "not as fast" as other airplanes.

Several other individuals witnessed the airplane flying over the town of Orange. One witness heard the engine "hum" and "get louder and softer" prior to impact. Another witness, located less than a quarter-mile from the accident site, stated that he heard an engine "humming," and thought it was a car speeding down the road. After hearing the sounds of impact, he realized that it was an airplane. He stated that the engine noise prior to impact was "quieter than a normal airplane."

Review of Federal Aviation Administration (FAA) radar data revealed that, at 2110:10, a radar target correlated to be the accident airplane was observed northwest of ORE at 1,200 feet mean sea level (msl), over terrain that ranged in elevation from about 500 to 700 feet. The target tracked roughly northeast and climbed to 1,400 feet msl over the next 30 seconds, then tracked northwest and descended to 1,300 feet msl before radar contact was lost at 2110:57.

AIRCRAFT INFORMATION

According to FAA records, the airplane was manufactured in 1974, and was equipped with a Lycoming O-320-E2D engine. Review of FAA registration information showed that the airplane was registered to and owned by the right-seat pilot. According to information provided by the airplane's insurance carrier, both pilots were listed on the airplane's insurance policy.

Review of the airplane's maintenance records revealed that the most recent annual inspection was completed on June 29, 2010. The airplane had accumulated 3,237 total flight hours on that date, and had accumulated 3,256 total hours at the time of the accident. The engine was most recently overhauled on September 13, 1985, and had accumulated 2,296 hours of operation since that time.

METEOROLOGICAL INFORMATION

The 2052 reported weather conditions at ORE included calm winds, 9 statute miles visibility, a broken ceiling at 8,500 feet, temperature 24 degrees C, dew point 22 degrees C, and an altimeter setting of 29.86 inches of mercury.

Satellite and radar imagery showed clear skies and no precipitation in the area of the accident site around the time of the accident.

According to the United States Naval Observatory, sunset occurred at 1958. The moon set at 2004 and did not rise until 0747 on the following day.

PERSONNEL INFORMATION

Information provided by first responders indicated the seating position (left/right) of each pilot. The investigation was not able to determine which pilot was controlling the airplane at the time of the accident.

The left-seat pilot held a private pilot certificate with a rating for airplane single engine land. The certificate was issued on July 12, 2010, following two previous unsuccessful practical test attempts. Review of the pilot's personal flight log showed that he had accumulated 101 total hours of flight experience between October 2007 and July 2010. All of the flight hours were accumulated in the accident airplane. The left-seat pilot had logged 3.9 hours of night flight experience in October 2010. Additionally, two entries dated December 27 and 28, 2009 with strikes through each, depicted a series of cross country flights from FME to a final destination of San Antonio, Texas. The pilot reported 1.5 and 2.0 hours of night flight experience for each of the flights, respectively. No night flight experience was logged in the 8 months preceding the accident flight.

According to FAA medical records, the left-seat pilot was issued a third-class medical certificate with a limitation of, "valid for student pilot purposes only" on May 8, 2008. The limitation was stipulated due to the left-seat pilot's monocular vision (right eye only). The left-seat pilot's application for the medical certificate further elaborated, "Prosthesis in left eye due to golfing accident at age 16." On September 2, 2009, the pilot was issued another third-class medical certificate with the same limitation. On May 5, 2010, the pilot obtained a statement of demonstrated ability after completing a medical flight test with an FAA inspector, which removed the student pilot limitation from his medical certificate.

The right-seat pilot held a private pilot certificate with a rating for airplane single engine land. On his most recent application for an FAA third-class medical certificate, which was issued in November 2009, he reported 2,788 total hours of flight experience, with no flight time logged in the preceding 6 months. The pilot also stated that he did not use any prescription or non-prescription medication. Flight log records provided by the right-seat pilot's family covered a period between April 1999 and June 2001. No more recent flight logs were located, and the right-seat pilot's currency could not be determined.

Neither pilot held an instrument rating.

AIRPORT INFORMATION

Orange Municipal Airport was located at an elevation of 555 feet, and was equipped with two runways oriented in a 01/14 and 19/32 configuration. Runway 19/32 was 5,000 feet-long by 75 feet-wide, and both runway thresholds were displaced 850 and 1,659 feet respectively. The town of Orange, Massachusetts was located northwest of the airport, about 1/2-mile from the departure end of runway 32. Rising, wooded terrain was located to the north and east of the airport and the town of Orange.

According to the airport manager, the airport fuel farm's most recent annual inspection was completed on February 9, 2010. Additionally, fuel sampling was conducted, on average, four days per week. The most recent fuel sampling was conducted on August 6, 7, 8, and 10, with all samples being absent of water or contaminates. Fuel was also sampled immediately following the accident, and was found to be absent of water or contaminates.

WRECKAGE AND IMPACT INFORMATION

The wreckage was located at 42 degrees, 35.72 minutes north latitude, 72 degrees, 17.89 minutes west longitude, and approximately 1.2 nautical miles north of the departure end of runway 32 at ORE. The wreckage was examined at the accident scene on August 11, 2010. There was an odor of fuel, and all major components of the airplane were accounted for at the scene.

The initial impact point was identified by freshly cut tree branches found at the base of approximately 70-foot-tall trees located on the crest of a hill, at an elevation of 575 feet. The wreckage path was oriented approximately 60 degrees magnetic and approximately 285 feet in length. Several fragments of plexiglass and both left and right wingtips were found along the path. The main wreckage came to rest among several trees approximately 6 inches in diameter. The vertical descent path from the initial impact point to where the main wreckage came to rest was calculated to be approximately 22 degrees.

The right wing remained attached at the wing root and displayed leading edge crush damage. The leading edge exhibited a concave dent perpendicular to the wing chord, and consistent in size with trees in the vicinity of the wreckage, approximately 2/3 outboard of its span. The fuel tank was ruptured and absent of fuel. The left wing was largely separated at the root, though a small amount of wing skin and control cables remained at...