N545PZ

HISTORY OF FLIGHTOn October 1, 2023, about 1608 eastern daylight time, a Cessna 177RG, N545PZ, owned and operated by Lake Placid Air Service, was substantially damaged when it was involved in an accident at Lake Placid Airport (LKP), Lake Placid, New York. The pilot and pilot-rated passenger sustained fatal injuries. The airplane was operated as a Title 14 Code of Federal Regulations (CFR) Part 91 aerial photography flight.

The purpose of the flight was to photograph the airplane while airborne for a magazine article. According to witnesses, there were two airplanes that made up the flight. The lead airplane was a Beech A36, N4GA, which took off first from runway 32, with a photographer onboard and the aft right door removed. Then the accident airplane took off about 700 ft behind the Beech. The owner of the accident airplane was to fly it during the takeoff and climb-out, and after joining up in formation, the pilot-rated passenger was to take over the controls and fly the airplane during the formation photo shoot.

During the taxi to the runway, the pilot of the Beech observed that the Cessna’s engine was running when he pulled up next to it. He then heard the engine stop and saw the propeller stop; about 5 seconds later he saw the engine restart and the propeller turn again. During the takeoff roll the engine sounded to a witness as if the propeller was set for climb and not takeoff; he then heard the engine surge. During the initial climb, it sounded to the witness as if it were not running at full power. The airplane was then observed to make a gentle left turn when it was 300 to 400 ft agl to join up with the Beech while still about 1,000 ft away from it. The accident airplane suddenly made a hard right turn in the direction of the airport. During the turn, the pilot of the Beech heard the pilot-rated passenger transmit on the common traffic advisory frequency something similar to, “we have a problem and we’re returning to the airport.”

The airplane subsequently struck an embankment in a right-wing, nose-low attitude about 15 ft below the top of a plateau on airport property. The airplane then slid about 30 ft down the embankment and came to rest on the side of the slope upright, perpendicular to the embankment, with its left wing facing uphill and its right wing facing downhill. Measurements indicated that the embankment was located about 440 ft from the approach end of runway 14, about 250 ft left of centerline, and had an approximate 70° slope that led down to a ravine located off the approach end of the runway.

An airplane- and glider-rated pilot also observed the accident from the opposite side of the airport while pushing back a glider after he landed on the grass near runway 32. He noticed the Beech taking off, so he stopped and watched. He said to his wife, “look there is no door because I think they will take aerial pictures.” A short while later, they saw the accident airplane also take off. That takeoff took longer (maybe 100 ft more) compared to the Beech. When the accident airplane was “just barely off” they saw “white smoke” come out from its exhaust pipes, “like: pouf…pouf…pouf…then nothing.”

One or two seconds later, the airplane turned slowly to the left about 20° to 30° and was “barely going up.” It continued in this direction for about 1 mile, then turned right “to come back to the airport.” The airplane at this time was about 300 to 400 ft in altitude on a right base leg for runway 14, “but was always turning right” and not on a square base leg. When the airplane’s heading was 80° to 90° off the runway heading and the airplane was still 300-400 ft above the ground, the “nose dropped down” and the airplane continued to turn right toward the runway 14 threshold. The pilot did not remember hearing the engine and postulated that it might be because they were too far away. The airplane then disappeared short of the runway 14 threshold, on what appeared to be the runway centerline. PERSONNEL INFORMATIONAccording to FAA records, the pilot held a commercial pilot certificate, with ratings for airplane single engine land, multiengine land, and instrument airplane. He also possessed a type rating for the DC-3, and private pilot privileges for rotorcraft-helicopter. His most recent FAA second-class medical certificate was issued on January 6, 2023. He reported on that date that he had accrued about 9,000 total flight hours.

The pilot-rated passenger held a commercial pilot certificate with ratings for airplane single engine land, airplane single engine sea, airplane multiengine land, airplane multiengine sea, and instrument airplane. He also held a flight instructor certificate with ratings for airplane single and multiengine, and instrument airplane. Additionally, he possessed a type rating for the CE525 and a remote pilot certificate with a rating for small unmanned aircraft system. His most recent FAA second-class medical was issued on May 2, 2023. He reported on that date that he had accrued about 5,800 total flight hours. The pilot-rated passenger had also applied for BasicMed, with a BasicMed course date of July 20, 2023, and Comprehensive Medical Examination Checklist dated July 14, 2023. AIRCRAFT INFORMATIONThe accident airplane was equipped with a 2-blade, variable pitch, constant speed propeller. According the airplane’s maintenance records, the engine had accumulated about 76 hours of operation since major overhaul. METEOROLOGICAL INFORMATIONThe recorded weather at Adirondack Regional Airport, Saranac Lake, New York, about 13 nautical miles northwest of LKP, at 1551, included: wind 010 at 7 knots, 10 statute miles visibility, clear skies, temperature 23° C, dew point 12° C, and an altimeter setting of 30.20 inches of mercury. AIRPORT INFORMATIONThe accident airplane was equipped with a 2-blade, variable pitch, constant speed propeller. According the airplane’s maintenance records, the engine had accumulated about 76 hours of operation since major overhaul. WRECKAGE AND IMPACT INFORMATIONOn-Scene Wreckage Examination

On scene examination of the wreckage revealed that during the impact sequence the right wing sustained upward buckling from the wingtip inboard to the aileron/flap junction. The fuselage and empennage were slightly buckled along the right side from the aft side of the cabin door to about fuselage station (FS) 225.

Control cable continuity was established from the flight control surfaces to the cockpit controls. The flaps were extended approximately 10°; the speed brakes were in the stowed position and the stabilator trim was neutral. The airplane’s stall warning system sustained impact-related damage that precluded any postaccident functional testing.

The fuel strainer bowl was fractured during the impact sequence and only a portion of it was observed. The fuel strainer screen was clean. The fuel selector handle operated normally in all positions and positively engaged in the detents. The position of the fuel selector valve was confirmed to be in the BOTH position by rotating the handle through all positions while defueling the airplane through the inlet line of the fuel strainer. The fuel caps were closed and secured. The position of the fuel pump switch could not be determined due to impact damage. There were no obstructions noted in the fuel or fuel vent system from the wing tanks to the inlet of the fuel strainer. First responders reported that fuel was draining from the airplane upon arrival.

The nose landing gear was crushed aft consistent with impact, which separated the actuator; its position could not be determined. The landing gear was in an intermediate position. The single main landing gear actuator was observed attached to its frame. The sector gear teeth were intact. There was no observable damage to the main landing gear down locks or gear legs. The main landing gear wheels were also observed to be in contact with the buckled lower fuselage and not in the wheel wells.

The electrical and lighting switch positions were damaged during the impact sequence and their positions could not be determined. The cowl flap handle was in the OPEN position. The mixture control was in the full rich position, the propeller control was in the high rpm/fine pitch position, and the throttle was out about 2 inches and bent slightly up and to the left about 30°.

The fuel selector was found in the Both position. All detents were functional. No blockages were discovered in the fuel system and 17 gallons of fuel were recovered from the right-wing fuel tank. The fuel was tested using water finding paste with a negative result.

The engine remained attached to the firewall through the engine mount. The engine mount sustained damage consistent with impact in the form of fractures and bends to various tube sections; it was canted to the right of the airplane’s centerline. The engine mount was cut using a reciprocating saw to free the engine from the firewall along with disconnecting or separating various fuel hoses and control cables.

The spinner was fractured consistent with impact and only half of it remained attached to the propeller hub. The propeller hub was found to be cracked from the impact sequence with a section missing, and one blade was partially dislodged from the hub. The propeller remained attached to the engine crankshaft. One of the blades was loose in the hub and exhibited leading edge scratches and gouges. The other blade was bent slightly aft at midspan with an approximate 2-inch curled section of the tip separated. The blade exhibited chordwise scratching and leading edge gouging on the outer 1/3 of the blade. The propeller governor was found securely installed to the rear of the engine. Its screen was found free and clear of any debris and oil flowed from the unit when rotated by hand.

The top sparkplugs were all found intact, undamaged, and tightly installed in each cylinder. The top sparkplugs were removed, and a lighted borescope examination was conducted. N...