N9360E

On January 4, 2026, at 1504 eastern standard time, a Cessna 172N, N9360E, was substantially damaged when it was involved in an accident near Provincetown, Massachusetts. The private pilot was fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

The airplane was owned and operated by a flying club that was based at Taunton Municipal Airport (TAN), Taunton, Massachusetts. ADS-B track data provided by the Federal Aviation Administration showed that the airplane departed from runway 30 at TAN at 1406 before it began flying toward Provincetown Municipal Airport (PVC), Provincetown, Massachusetts.

According to the airport manager of PVC, about 1430 the accident pilot advised over the airport’s Common Traffic Advisory Frequency (CTAF) that he was inbound to runway 7 for a full stop landing. The pilot was subsequently advised that the airport was closed for snow removal operations but would be reopening about 15 minutes later. The pilot acknowledged the transmission and about that time, the airplane’s ADS-B track began maneuvering before it started flying toward Marshfield Municipal Airport (GHG), Marshfield, Massachusetts (see figure 1). ADS-B track data was lost at 1447 as the airplane approached runway 24 at CHG and resumed at 1450 as the airplane climbed away from that runway.

Figure 1 - ADS-B flight track (blue) with directional arrows annotated (yellow)

The airplane began to head toward PVC, and about 1500, the pilot stated on the PVC CTAF that he was inbound for to land on runway 25. No further communications from the pilot were heard over the CTAF. The ADS-B data track was interrupted about 600 ft before the runway 25 threshold, with the last data point of the approach displaying a barometric altitude of 0 ft and groundspeed of 63 knots. The ADS-B track resumed when the airplane was over the runway after the barometric altitude fluctuated up to 75 ft, about 1,500 ft from the runway threshold. The last ADS-B data point showed barometric altitude of 75 ft and a ground speed of 80 knots and was located about 50 ft prior to where impact marks were found on the runway surface (figure 2).

First Ground Impact Mark

Figure 2 - ADS-B data of the final approach to runway 25 at PVC with the location of the impact marks on the runway annotated.

A surveillance camera located on a maintenance hangar at PVC captured the airplane as it crossed the runway threshold at a low altitude before it began to slightly climb and exit the video frame. A second surveillance camera captured the airplane in a slight climb over the runway before it began a sudden descent. The airplane impacted the runway and bounced before contacting the runway a second time and sliding to a stop. The airport windsock was visible and indicated a crosswind from the northwest (right side of the runway) prevailed.

Postaccident examination of the runway revealed that there were impact marks 2,020 ft from the runway 25 threshold that were 25 ft to the left of the runway centerline. The impact marks included impressions consistent with the geometry of the three landing gear, slashes of the runway pavement oriented perpendicular with the runway direction that were consistent with propeller strikes, and abrasion that was consistent with contact from the underside of the airplane’s fuselage. Another ground scar was located 18 ft to the right of the nose landing gear impact signature consistent with right wingtip contact. A second set of impact signatures and subsequent skid signatures was located 2,450 ft from the runway threshold and 15 ft to left of the runway centerline. The majority of the airplane came to rest 2,720 ft from the runway 25 threshold, just beyond taxiway C, with the empennage overhanging the right side of the runway. A postimpact fire damaged much of the central portion of the airplane.

The right wing was partially attached to the fuselage structure remnants and the wing strut remained attached to the wing and to the lower fuselage. The right wing was displaced upward starting midspan and out towards the wing tip. The right wingtip composite material was fractured and evidence of scrapping consistent with runway contact was present. The right flap was in the retracted position. The right fuel tank was intact and contained several gallons of liquid consistent with aviation fuel. The left wing, including the flap, was consumed by fire. The left fuel tank was breached. Control cable continuity of the ailerons to the control yokes was established.

The empennage was intact but separated from the fuselage as a result of fire. Control cable continuity of the elevator and rudder was established. The elevator trim actuator was measured and correlated to a tab deflection that was 5° toward nose down.

The engine remained attached to the fuselage via the tubular engine mounts. The engine’s crankshaft rotated 720° when force was applied to the crankshaft flange. Thumb compression and valve action movement were observed on all cylinders. Continuity of the crankshaft to the camshaft was confirmed throughout the engine. The cylinders were examined with a lighted borescope and there were no discrepancies with the valves observed. The piston faces had combustion residue and deposits consistent with normal engine operation.

The two-blade, metal propeller remained attached to the engine crankshaft flange. The spinner was secured to the propeller hub and was displaced upward. The bottom of the spinner displayed signatures consistent with abrasion from runway contact. One propeller blade was twisted and displayed leading edge gouging and scoring, chordwise scratching, and tip curling. The other blade had tip curling and chordwise scratching on the blade tip.