NTSBCHI92FA020 Factual Report Aviation

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National Transportation Safety Board FACTUAL REPORT AVIATION	^{NTSB Accident/Incident Number} C ^ H ^ I ^ 9 ^ 2 ^ F ^ A ^ 0 ^ 2 ^ 0 ^
	^{‚ 1 x Accident 2 ¨ Incident}	^{ƒ Investigation 1 x NTSB 2 ¨ FAA Delegated}

^{„ Aircraft Registration Number}N5411K

^{… Flight Number

- - - - - - -

A Other}

For collision between
aircraft enter reg. no.
and ¦ lt. no. ¦ or other aircraft

^{† Aircraft Registration Number}

^{‡ Flight Number

- - - - - -

A Other}

^{ˆ Nearest City/Place}Zion

^{‰ State

IL}

^{Š Zip Code (First 5 numbers only)

60099}

^{11 Accident Site Elevation

_ _ _ _ _ _ _ _ _ Feet MSL}

^{12Date of Accident (Nos. for M, D, Y)}10/31/91

^{13Day of Week (First 2 letters)

TH}

^{14Local Time (24 hour clock)

1755}

^{15Time Zone

CST}

^{16 Narrative Statement of Facts, Conditions and Circumstances Pertinent to the Accident/Incident}

HISTORY OF FLIGHT

On October 31, 1991, at 1755 central standard time (CST), a Cessna
172P, N5411K, registered to the Stick and Rudder Flying Club, Inc. of
Waukegan, Illinois, and piloted by an instrument rated private pilot, was
destroyed after an uncontrolled descent and collision with electrical power
lines, a tree, and the ground. Instrument meteorological conditions
prevailed at the time of the accident and the 14 CFR Part 91 personal flight
was operating on an instrument flight plan. The pilot received serious
injuries. The flight originated from Waukegan, Illinois, at 1752 CST.

During an interview with the pilot he stated he had taken a fuel sample
from each fuel sump on the airplane while performing the pre-flight
inspection. He stated that he did not notice any water in each of the three
samples taken. According to the pilot, N5411K had sat outdoors during an
eight day period of almost continuous rain.

N5411K departed Waukegan Regional Airport's runway 5. During the
initial climb, the control tower asked the pilot of N5411K to report the
cloud bases. The pilot responded with a report that the cloud bases were at
about 1100 feet. The tower then instructed the pilot to turn left to a
heading of 270 degrees and contact departure control. A witness sitting in
his truck, located in a parking lot approximately 1 1/2 miles from the
departure and of runway 5, and slightly west of its centerline, heard an
airplane fly overhead. He stated that the engine was running steady but
began to run intermittently as it passed overhead. Shortly after hearing
this he described hearing a loud sound and observed a bright flash. Another
witness, who was driving westbound on the street adjacent to the field in
which N5411K crashed, stated he heard the very loud sound of an airplane
engine go over his truck. Immediately after this he observed a bright flash
in his truck's rear view mirror.

An eye witness to N5411K's descent stated that he observed the airplane
coming down at an approximate 30 degree flight path angle with its engine
running very loudly. The wings of the airplane were "…in a slight tilt to
the left." The witness stated that the airplane missed hitting a house by 50
feet. He stated he heard a number of interruptions to the engine sound and
observed a bright flash.

OTHER DAMAGE

Electrical power lines, located on the south side of 29th Street in
Zion, Illinois, were broken apart as a result of the N5411K's collision with
them.

PERSONNEL INFORMATION

The pilot-in-command of N5411K possessed a private pilot, airplane,
single-engine land, certificate which was issued on March 10, 1989. The
pilot was issued an airplane instrument rating on July 22, 1990. The pilot
possessed a second class medical certificate dated August 14, 1990.

According to the pilot's logbook he has total time of 379.9 hours of
which 263.0 hours have been in Cessna 172 airplanes. The pilots logbook
displayed a total of 56.2 hours of night flight, 64.3 hours of simulated
instrument flight, and 10.5 hours of actual instrument flight.

AIRCRAFT INFORMATION

The airplane was a Cessna 172P, serial number 17274100. The most recent
airframe logbook entry was made on July 23, 1991, as a 100 hour inspection at
a tachometer reading of 2139.1 hours. The logbook entry for the annual
inspection was dated July 23, 1991, at a tachometer reading of 2139.1 hours.

The airframe logbook displayed an ATC transponder test and inspection
(as per 14 CFR Part 91.172) on July 25, 1991. The airframe logbook displayed
a pilot-static system test (as per 14 CFR Part 91.171) was conducted on July
17, 1990.

The airframe logbook displayed entries where the attitude and heading
indicators were changed. Both instruments were changed on September 13,
1990, at the tachometer time of 1789.0 hours. The logbook indicated that the
turn and slip indicator was changed on March 19, 1981 at the tachometer time
of 320 hours. The most recent entry for a vacuum pump regulator and filter
change was made on June 2, 1986, at the tachometer time of 1467.2 hours. The
engine logbook displayed an entry addressing the installation of a vacuum
pump kit on September 1, 1989, at a tachometer reading of 1636 hours.
Additional entries pertaining to the vacuum pump were not observed.

The engine logbook displayed entries coinciding with the 100 hour and
annual inspections. According to the engine logbook, the engine was
certified as airworthy on April 29, 1991, after an overhaul at 2044.0 hours.

WRECKAGE AND IMPACT INFORMATION

The main wreckage of N5411K was found 510 feet south of Lewis Avenue and
335 feet into a field on the north side of 29thStreet [in] Zion, Illinois (see
attached drawing). The wreckage consisted of the fuselage and right wing
which was separated from the fuselage and laying on top of the aft fuselage
assembly. The inboard portion of the left wing (wing root to wing strut
attach point) was resting approximately 20 feet southwest of the main
wreckage.

N5411K struck a pair of electrical power lines located on the south
side of 29th Street. A portion of one power line was wrapped around the rest
of the right main landing gear leg. A tree, directly across the street from
the power line pole had pieces of the left wing entangled in its branches.
Another portion of the left wing was found approximately 10 feet west of this
tree.

Rudder and elevator control movement was established. The left and
right aileron control cables were separated in tension near each wings
fuselage attach point. Right aileron movement was established however, left
aileron movement could not be established due to the structural damage of the
left wing. The control yoke and associated components under the instrument
panel glare shield were not able to be moved due to fuselage structural
damage.

An inspection of the cockpit area found the throttle and mixture control
were in the full forward position. The carburetor heat control was found in
the "COLD" position. The left front seat had separated from its seat track
rails and the vertical castings were broken.

MEDICAL AND PATHOLOGICAL INFORMATION

The pilot's father stated that his son received a broken left leg and
right ankle. He stated that his son did not receive any internal injuries
which would have been life threatening.

ADDITIONAL DATA/INFORMATION

An on-scene investigation of N5411K's fuel tanks revealed both were
structurally compromised and devoid of fuel. The propeller blades exhibited
spanwise twisting and chordwise scraping. Engine cylinder compression was
checked. Three cylinders exhibited compression, a fourth, number one, had
very low compression. This cylinder was removed from the engine and
examined. Plant and soil debris were found inside the combustion chamber and
around the intake and exhaust valves. Examination of the intake manifold
revealed plant and soil debris inside it's chambers. The ignition plugs were
removed and examined. Plug color was observed to be tan. The carburetor had
separated from its manifold mount and was found along the airplanes ground
slide scar.

The carburetor was disassembled and its float and accelerator pump
chambers were examined. A material, identified as water via the food color
addition test, was found in both chambers.

The vacuum pump examination revealed that it was able to be rotated,
although its driveshaft was bent, approximately 5 degrees from the normal
rotational axis. The vanes within the vacuum pump were intact. No
observable damage was found to the exterior or interior of the vacuum pump.

The gyro-powered instruments, attitude, handing indicator, and turn
and slip indicator were disassembled. Rotor, and associated case scrapping
were not found with the attitude and heading indicator units. The turn and
slip indicator had electrical power applied to it. It produced a continuous
scraping sound. When disassembled a fine black powder was observed covering
the internal mechanism of the instrument. This powder was most heavily
concentrated on the backside of the instrument's face. Examination of the
electrical motor's commutator and carbon brushes revealed that the brushes
were not in existence. The commutator had a grove cut into it which measures
approximately 3/64th of an inch in depth and closely matched the width of the
carbon brush mounts.

The wreckage of N5411K's airframe was released to Mr. Robert [Demski] of
Sylvania Aero Enterprises, Sylvania, Wisconsin. N5411K's engine was released to
Mr. Arnie Spice of Waukegan Aero, Waukegan, Illinois.

^{Additional Persons Participating in this Accident/Incident Investigation (Name, address, affiliation. Continue on page 2 if necessary)}Tom Sorens, FAA FSDO, West Chicago, IL
Daniel P. Coleman, FAA FSDO, West Chicago, IL
Gregory Erickson, Textron/Lycoming, Wayne, IL

Investigated By:

^{17Date (Nos. for M, D, Y)}1/13/92

^{18 Agency

NTSB}

^{19Name/Signature

Frank S. Gattolin/F.S.Gattolin}

^{*That Occurred In Chronological Order, The Circumstances Leading To The Accident And The Nature Of The Accident. Describe The

* Include A Sketch Of Wreckage Distribution If Pertinent. Attach Extra Sheets If More Space Is Needed. State Point Of Departure, Time

*, Intended Destination And Services Obtained.}

Although I have practically no recollection of
[the] accident or what happened after I took off, I do recall
[the] following:
I conducted preflight planning and filed my flight plan
from the Stick + Rudder Club office.
I did the standard preflight checks of the aircraft
at the Tranair North ramp.
I got tower clearance and taxied to the end of Runway 5.
I did runup, mag-checks etc at Runway 5 before taking off.
Before starting my takeoff roll I turned off my strobe
lights to avoid possible disorientation after entering the
clouds.
Immediately after leaving the ground I turned off my
landing lights to avoid disorientation from the clouds.
[My] next memory was waking up in the hospital.

^Report[…]-91	^{Signature Of Pilot/Operator Brad Schroeder}
^{Person Filing Report Other Than Pilot/Operator Joseph J Schroeder Jr Print Name Joseph J Schroeder, Jr [father] of pilot NOTE: I filled out this report for Brad as the nature of his [injuries] prevent him from doing it himself}

^{* No.}[CHI92]FA020

^{Reviewed By NTSB Office Located At

West Chicago, IL.}

^{Name Of Investigator

Frank S. Gattolin}

^{Date Report Received

12/05/91}

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