N2461N

HISTORY OF FLIGHTOn February 27, 2017, about 0741 mountain standard time, a Cessna 172S airplane, N2461N, collided with a reservoir while maneuvering near Berthoud, Colorado. The flight instructor and the pilot receiving instruction were fatally injured, and the airplane was substantially damaged. The airplane was owned by McAir Aviation, LLC, and was operated by the company under the provisions of Title 14 Code of Federal Regulations (CFR) Part 91. Day visual meteorological conditions prevailed for the local instructional flight that departed Rocky Mountain Metropolitan Airport (BJC), Broomfield, Colorado, at 0724.

According to the operator, the purpose of the flight was for the pilot receiving instruction to demonstrate his ability to enter and recover from aerodynamic spins as part of his required training toward a flight instructor certificate.

According to a review of air traffic control radar track data, the first radar contact with the airplane was at 0724:01 shortly after it departed runway 30R at BJC. After takeoff, the airplane proceeded north toward Longmont, Colorado. At 0734:30, the airplane crossed over Colorado Highway 66 at 10,000 ft mean sea level (msl). At 0736:12, the airplane was about 1 mile east of the Highland Reservoir No. 2 at 10,300 ft msl. According to calculations based on radar data, the airplane turned to a westerly course as the ground speed decreased below 40 knots. Between 0736:53 and 0737:07, the airplane descended from 10,300 ft msl to 9,300 ft msl, and the calculated average descent rate was about 4,300 ft per minute during the 14 second descent. Following the rapid descent, the airplane entered a climb to 10,800 ft msl and completed a turn from an east course to a west course. At 0740:35, about 1 mile south of the Culver Reservoir (also known as Blue Mountain Reservoir), the airplane completed a 90° right turn, and the ground speed decreased below 40 knots. Between 0741:03 and 0741:40, the airplane descended from 10,800 ft msl to 6,800 ft msl, and the calculated average descent rate was about 6,500 ft per minute. The last radar data point was at 0741:40 at 6,800 ft msl when the airplane descended below available radar coverage (about 1,700 ft above the ground).

A witness reported that she was outside feeding her horses when she observed the airplane flying overhead. She reported hearing a reduction in engine power before seeing the airplane pitch nose-down and enter a spin toward the ground. She stated that the airplane completed about 5 turns in the spin before it descended below a tree line located between her position and Culver Reservoir. She reported that the airplane rotated slowly throughout the spin maneuver and that she did not hear the engine regain power. The witness also indicated that it was very common for airplanes to complete similar maneuvers in the airspace near her property.

Another witness reported that he initially heard the airplane overfly his residence. He stated that he heard a reduction in engine power and then saw the airplane through a window descending nose-down in a spin. The witness reported that the airplane was rotating slowly during the spin maneuver. He also noted that he did not observe any smoke or flames coming from the airplane. The airplane descended below a tree line located between his residence and Culver Reservoir. Although the witness did not see the airplane impact the reservoir, he reported hearing a sound consistent with a ground impact. PERSONNEL INFORMATIONAccording to Federal Aviation Administration (FAA) records, the 58-year-old flight instructor held a commercial pilot certificate with ratings for airplane single-engine land and instrument airplane. He also held a flight instructor certificate with ratings for airplane single-engine land and instrument airplane. His last aviation medical examination was on June 24, 2016, when he was issued a second-class medical certificate with a limitation to have glasses available for near vision. A search of FAA records showed no previous accidents, incidents, or enforcement proceedings. He was employed by McAir Aviation as the chief pilot in charge of flight instruction. On June 30, 2016, the FAA renewed his chief pilot authorization following an oral examination and checkride in a Cessna 172S. The operator reported that the flight instructor had a total flight experience of 6,678.5 hours.

According to FAA records, the 23-year-old pilot receiving instruction held a commercial pilot certificate with ratings for airplane single-engine land and instrument airplane. The commercial pilot certificate was issued on August 31, 2016. His last aviation medical examination was on January 6, 2015, when he was issued a third-class medical certificate with no limitations or restrictions. A search of FAA records showed no previous accidents, incidents, or enforcement proceedings. A pilot logbook was not recovered during the investigation; however, according to his father, the pilot receiving instruction had about 550 hours total flight experience of which about 400 hours had been flown during the previous year. AIRCRAFT INFORMATIONThe 2005-model-year airplane, serial number 172S10043, was a high-wing monoplane of aluminum semi-monocoque construction. The airplane was powered by a 180-horsepower, 4-cylinder, Lycoming IO-360-L2A reciprocating engine, serial number L-31665-51A. The engine provided thrust through a fixed-pitch, two-blade, McCauley model 1A170E/JHA7660 propeller, serial number ZF23025. The airplane was equipped with a fixed tricycle landing gear and wing flaps and had a certified maximum gross weight of 2,550 pounds. The FAA issued the airplane a standard airworthiness certificate on November 29, 2005.

According to dispatch documentation, the airplane's hour meter indicated 6,053.7 hours before the flight. The airplane's hour meter indicated 6,054.2 hours at the accident site. At the time of the accident, the airframe had accumulated a total service time of 4,703 hours. The engine had accumulated a total service time of 5,994.6 hours since new and 1,862 hours since its most recent overhaul on December 21, 2012. The propeller had accumulated a total service time of 4,703 hours and 1,862 hours since its most recent overhaul on January 4, 2013. The last annual inspection of the airplane was completed on October 25, 2016, at 4,552.1 total airframe hours. A 100-hour inspection was completed on January 12, 2017, at 4,651.2 total airframe hours. The rudder return springs were replaced on January 24, 2017, at 4,668.8 total airframe hours. The rear bench seat and rear seat restraints were removed on February 13, 2017. A postaccident review of the maintenance records found no history of unresolved airworthiness issues.

The airplane had two fuel tanks, one located in each wing, and a total fuel capacity of 56 gallons (53 gallons usable). According to dispatch records, the airplane departed with 27 gallons of fuel.

The dispatch records included a weight-and-balance calculation worksheet for the flight. According to the worksheet, the combined weight of the flight instructor and the pilot receiving instruction was 325 pounds; the airplane departure weight was 2,173.5 pounds; and the calculated moment arm was 40.3 inches aft-of-datum. The postmortem weights of the flight instructor and the pilot-receiving-instruction were 204 pounds and 150 pounds, respectively. A postaccident weight-and-balance calculation, using the postmortem weights and a fuel consumption rate of 11 gallons per hour, established that the airplane was operating within the constraints of the utility category at the time of the accident. METEOROLOGICAL INFORMATIONA postaccident review of available meteorological data established that day visual meteorological conditions prevailed at the accident site. The nearest aviation weather reporting station was located at Fort Collins-Loveland Municipal Airport (FNL) about 15 miles north-northeast of the accident site. At 0756, about 15 minutes after the accident, the FNL automated surface observing system reported wind 050° at 5 knots, 10 miles surface visibility, a clear sky, temperature -7°C, dew point -9°C, and an altimeter setting 29.68 inches of mercury. AIRPORT INFORMATIONThe 2005-model-year airplane, serial number 172S10043, was a high-wing monoplane of aluminum semi-monocoque construction. The airplane was powered by a 180-horsepower, 4-cylinder, Lycoming IO-360-L2A reciprocating engine, serial number L-31665-51A. The engine provided thrust through a fixed-pitch, two-blade, McCauley model 1A170E/JHA7660 propeller, serial number ZF23025. The airplane was equipped with a fixed tricycle landing gear and wing flaps and had a certified maximum gross weight of 2,550 pounds. The FAA issued the airplane a standard airworthiness certificate on November 29, 2005.

According to dispatch documentation, the airplane's hour meter indicated 6,053.7 hours before the flight. The airplane's hour meter indicated 6,054.2 hours at the accident site. At the time of the accident, the airframe had accumulated a total service time of 4,703 hours. The engine had accumulated a total service time of 5,994.6 hours since new and 1,862 hours since its most recent overhaul on December 21, 2012. The propeller had accumulated a total service time of 4,703 hours and 1,862 hours since its most recent overhaul on January 4, 2013. The last annual inspection of the airplane was completed on October 25, 2016, at 4,552.1 total airframe hours. A 100-hour inspection was completed on January 12, 2017, at 4,651.2 total airframe hours. The rudder return springs were replaced on January 24, 2017, at 4,668.8 total airframe hours. The rear bench seat and rear seat restraints were removed on February 13, 2017. A postaccident review of the maintenance records found no history of unresolved airworthiness issues.

The airplane had two fuel tanks, one located in each wing, and a total fuel capacity of 56 gallons (53 gallons usa...