CEN16FA333

The pilot's failure to maintain a normal approach path to the runway, which resulted in the airplane colliding with a tree and a house during final approach. Contributing to the accident was the pilot's lack of recent flight experience.

The private pilot, who was interested in purchasing the airplane, was conducting a local flight in the airport traffic pattern to evaluate the airplane. The pilot was seated in the left front seat, and a private-pilot-rated passenger, the airplane's owner, was seated in the right front seat. When the airplane turned onto final approach, it was below a normal approach path to the runway and at a slower-than-normal airspeed. The pilot performed a go-around and remained in the traffic pattern for another approach. During the second final approach, the airplane was again flying at a lower-than-normal altitude and a slow groundspeed when it collided with a 50-ft-tall tree about 1,355 ft short of the runway threshold. The airplane subsequently traveled about 190 ft before impacting a house. No witnesses reported hearing any engine anomalies during the accident flight. Additionally, the postaccident wreckage examination did not reveal any evidence of anomalies that would have precluded normal operation of the airplane. It is likely that the pilot allowed the airplane to descend below a normal approach path to the runway, which resulted in the collision with the tree and the house. The pilot had not flown during the 11 months before the accident, and his most recent flight in the airplane make and model was completed more than 2.5 years before the accident. Additionally, the pilot had not completed a flight review during the 4 years since he received his pilot certificate, and, consequently, he did not demonstrate having an adequate level of flight proficiency on a recurring basis. The pilot's lack of recent flight experience likely contributed to his failure to maintain a normal approach path and the collision with the tree.

3I3, a public airport located about 5 miles north of Terre Haute, Indiana, was owned and operated by Sky King Airport, Inc. The airport field elevation was 496 ft msl. The airport was served by two asphalt runways, runway 8/26 (3,557 ft by 50 ft) and runway 18/36 (1,978 ft by 50 ft). Runway 26 had a displaced threshold that reduced the available runway landing length by 812 ft. The airport was not equipped with an air traffic control tower. A 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 Terre Haute International Airport (HUF) about 7 miles south-southeast of the accident site. At 1853, about 12 minutes before the accident, the HUF automated surface observing system reported: wind 280° at 5 knots, 10 miles surface visibility, a clear sky, temperature 31°C, dew point 23°C, and an altimeter setting 30.03 inches of mercury. The pilot initially survived the accident; however, he subsequently died 9 days after the accident from the injuries that he sustained during the accident. The Office of the Associate Chief Medical Examiner, Frankfort, Kentucky, performed an autopsy on the pilot. The cause of death was attributed to an anoxic brain injury due to multiple blunt-force injuries. No toxicological testing was performed due to the lack of available specimens taken on, or near, the date of the accident. --- Pilot (Potential Buyer) --- According to Federal Aviation Administration (FAA) records, the 60-year-old pilot held a private pilot certificate with a single-engine land airplane rating that was issued on March 19, 2012. His most recent FAA third-class medical certificate was issued on November 6, 2014, with a limitation for corrective lenses. A search of FAA records showed no previous accidents, incidents, or enforcement proceedings. The pilot's flight history was established using his logbook. The final logbook entry was dated August 13, 2015, at which time he had 121.4 hours total flight time of which 118.9 hours were in single-engine land airplanes and 2.5 hours were in a glider. The pilot had logged 12 hours in Cessna 172 airplanes, which were flown between December 19, 2013, and January 3, 2014. He had logged 86.5 hours as pilot-in-command, 4.3 hours at night, and 32.8 hours in simulated instrument conditions. The logbook did not contain any recorded flights during the 12 months before the accident. A review of invoices for a rental airplane established that the pilot's last flight, which was 0.7 hours, occurred on September 22, 2015, in a Piper PA-28-181 single-engine airplane. Additionally, there was no record that the pilot had ever completed a flight review, as required by 14 CFR 61.56, after being issued his private pilot certificate on March 19, 2012. --- Pilot-Rated Passenger (Airplane Owner) --- According to FAA records, the 63-year-old pilot-rated passenger held a private pilot certificate with a single-engine land airplane rating that was issued on July 14, 2015. His most recent FAA third-class medical certificate was issued on May 16, 2016, with a limitation for corrective lenses. A search of FAA records showed no previous accidents, incidents, or enforcement proceedings. The pilot's flight history was established using his logbook. The final logbook entry was dated July 31, 2016, at which time he had 135.5 hours total flight time, all in Cessna 172 single-engine airplanes. He had logged 48.6 hours as pilot-in-command, 3.4 hours at night, 5.0 hours in actual instrument meteorological conditions, and 12.9 hours in simulated instrument conditions. He had flown 24.7 hours during the 12 months before the accident, 4.4 hours during the 6 months before the accident, 2.4 hours during the 90 days before the accident, and 1 hour during the month before the accident. The logbook did not contain any recorded flight time for the 24-hour period before the accident flight. The pilot's only flight review, as required by 14 CFR 61.56, was completed upon the issuance of his private pilot certificate dated July 14, 2015. The 1980-model-year airplane, serial number 17273809, was a high-wing monoplane of aluminum semi-monocoque construction. The airplane was powered by a 160-horsepower, 4-cylinder, Lycoming O-320-H2AD reciprocating engine, serial number L-495-76T. The engine provided thrust through a fixed-pitch, two-blade, McCauley 1C160/DTM7557 propeller, serial number 82011. The four-seat airplane was equipped with a fixed tricycle landing gear, wing flaps, and had a maximum allowable takeoff weight of 2,300 pounds. The FAA issued the airplane a standard airworthiness certificate on February 13, 1980. The pilot-rated passenger purchased the airplane on December 17, 2014. According to maintenance documentation, the last annual inspection was completed on December 9, 2015, at 15,025.1 total airframe hours. The airplane's recording hour meter indicated 3,903.7 hours before the accident flight and 3,904.6 hours at the accident site. The airframe had accumulated a total service time of 15,073 hours. The engine had accumulated a total service time of 9,554.6 hours since new and had accumulated 378.6 hours since being overhauled on August 1, 2013. 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 42 gallons. A review of fueling records established that the airplane's fuel tanks were topped-off on July 31, 2016, and that the airplane had accumulated 1.8 hours since this refueling. The initial impact point was the top of a large 50-ft-tall oak tree located about 190 ft east of the house where the main wreckage came to rest. The oak tree was located along the extended runway 26 centerline about 1,355 ft from the runway's displaced threshold. There were numerous small limbs and leaves distributed between the initial impact point and the house. The airplane's final resting position inside the house was consistent with a near vertical descent through the roof of the house. A postaccident examination of the airplane confirmed flight control cable continuity from all flight control surfaces to their respective cockpit controls. The wing flaps were found extended to 10°. The throttle and mixture controls were full open and full rich, respectively. The magneto switch was found in the "BOTH" position. The carburetor heat control was found in the "ON" position. The altimeter's Kollsman window was centered on 30.04 inches of mercury. The fuel selector was positioned to draw fuel from both wing fuel tanks. No fuel was recovered from either wing tank; however, there was a significant odor of aviation fuel beneath the wreckage at the accident site. Additionally, a witness reported seeing fuel drain from the wreckage immediately following the accident. The airframe fuel strainer assembly contained a blue fluid consistent with 100-low-lead aviation fuel. The recovered fuel was not contaminated with water or particulates. The engine remained attached to the firewall through its mounts. Mechanical continuity was confirmed from the engine components to their respective cockpit controls. Internal engine and valve train continuity were confirmed as the engine crankshaft was rotated. Compression and suction were noted on all cylinders in conjunction with crankshaft rotation. The spark plugs were removed and exhibited features consistent with normal engine operation. The single-drive dual magneto provided spark on all leads as the engine crankshaft was rotated. A borescope inspection revealed no anomalies with the cylinders, pistons, valves, or valve seats. There were no obstructions between the air filter housing and the carburetor. The carburetor fuel bowl contained residual liquid that had the odor of 100 low-lead aviation fuel. The propeller separated from the eng