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On September 12, 1993, at about 1000 central daylight time, a Cessna 172H, N3767R, registered to Liberty Air Inc., operating as a 14 CFR Part 91 instructional flight, crashed while maneuvering on a go-around for landing. The airplane was destroyed and the student pilot was fatally injured. Visual meteorological conditions prevailed and no flight plan was filed. The flight originated from Natchez Adams County Airport, Natchez, Mississippi, about 58 minutes before the accident.
The husband of the deceased pilot who observed the accident from his truck looking towards the approach end of the runway stated his wife was making an approach for landing to runway 36 at the Liberty Airport, Liberty, Mississippi. The approach was described as fast and high. The airplane touched down about 60 to 70 feet past the approach end of the runway, bounced, and began to porpoise. An increase in engine power was heard and a go-around was initiated. The nose of the airplane pitched up about 10 to 15 degrees and a left turn was initiated estimated at about a 20 to 30 degree angle of bank. The flaps were full down and the airspeed was described as being close to a stall airspeed. As the airplane passed overhead the witness was turning his truck around to observe the airplane, when it crashed.
Review of the pilot's logbook on September 13, 1993, revealed numerous required endorsements had not been recorded in the pilot's logbook by her certified flight instructor. Further review of the pilot's logbook by the FAA on October 12, 1993, revealed numerous additions had been recorded in the pilot's logbook by her certified flight instructor, that were not recorded when initially reviewed by the NTSB investigator-in-charge and the FAA. Additional information pertaining to the pilot-in-command, Pamela C. Stevenson, is contained in NTSB Form 6120.1/2, NTSB Form 6120.4, First Pilot Information, and FAA inspector's statement.
Information pertaining to the aircraft is contained in NTSB Form 6120.4.
Visual meteorological conditions prevailed at the time of the accident. For additional data, see Weather Information, NTSB Form 6120.4.
McGehee Air Park Airport is located about 1 mile southeast of Liberty, Mississippi. There are two intersecting runways designated as 05/23 and 18/36. Runway 36, the departure runway for the accident is 1,800 feet long by 60 feet wide, and has a grass/turf surface. Three power lines and two carrier lines cross runway 36 about 50 feet above the ground about 1,325 feet from the beginning of runway 36. Records on file with the Magnolia Electric Power Association indicate the power lines have been in place since 1953 or earlier. Paul J. McGehee, the owner of McGehee Air Park Airport, submitted a Notice of Landing Area Proposal, FAA Form 7480-1, to the FAA/Airports District Office, Jackson, Mississippi, on July 10, 1987, requesting approval for the establishment or activation of McGehee Air Park Airport. The power lines were not listed on the application. The FAA Airports District Office, Jackson, Mississippi, approved the request on September 28, 1987.
A Safety Improvement Report, FAA Form 8740-5 was submitted to the FAA Jackson Flight Standards District Office (FSDO), on July 13, 1992, by Robert F. Beaumont, Accident Prevention Counselor, concerning the power lines that cross runways 18/36.
A memorandum on file with the FAA Jackson FSDO, dated September 13, 1993, indicates the hazard was inspected, and a safety seminar was conducted in Liberty, Mississippi, on November 6, 1992. Mr. Beaumont stated in a written statement on October 31, 1993, that he had not received any confirmation from the FAA, and that he was not aware of any action taken by the FAA.
WRECKAGE AND IMPACT INFORMATION
The wreckage of N3767R was located on a hill behind a hanger on the west side of runway 36 at the Liberty Airport, Liberty, Mississippi, on a heading of 190 degrees magnetic. The airplane collided with a power line in a left wing low, nose-down attitude. The propeller separated from the engine aft of the propeller hub at the crankshaft. Torsional twisting and chordwise scarring was present on both propeller blades. The leading edge of the left wing was compressed, bent upward, and aft. The right wing was bent downward. Both the left and right flaps were fully extended. Wire marks were present along the left wing inboard of the stall warning vane extending out to the wing tip. Both fuel cells were intact. A strong odor of fuel was present. The fuselage was twisted to the left and separated aft the baggage compartment door.
Examination of the airframe, flight controls, engine assembly and accessories revealed no evidence to indicate any precrash mechanical failure or malfunction. All components necessary for flight were present at the crash site.
MEDICAL AND PATHOLOGICAL INFORMATION
Postmortem examination of the pilot, Pamela C. Stevenson, was conducted by Dr. Steven T. Hayne, Mississippi State Medical examiner's Office, Jackson, Mississippi, on September 12, 1993. The cause of death was extensive internal bleeding with lacerations of the right and left lungs and liver. Postmortem toxicology studies of specimens from the pilot were performed by the Forensic Toxicology Research Section, Federal Aviation Administration, Oklahoma City, Oklahoma. These studies were negative for neutral, acidic, and basic drugs. Pseudoephedrine, a sympathomineticamine was detected in the blood and urine.
TEST AND RESEARCH
The Cessna Model 172 Owner's Manual, Section 5, Performance, Page 5-2, power-off stall, indicates that at a weight of 2,300 pounds flaps down with a 20-degree bank angle, the airplane will stall at 51 mph. The manual does not address power-on stall speeds.
Cessna Type Inspection Reports computed the power-on stall speed on the 1964 Model 172D. The gross weight and aerodynamics did not change and was used as the certification basis for the 172H. On page 140 Section V. Handling Qualities the chart indicates the power on stall with a 30-degree bank shows a stall speed between 43 to 42 mph with a right or left turn.
The Cessna Model 172 Owner's Manual, Section II, Description and Operating Details, Go-Around Climb states, in a balked landing (go-around) climb, the wing flap setting should be reduced to 20 degrees immediately after full power is applied. Upon reaching a safe airspeed, flaps should be slowly retracted to the full up position.
The wreckage was released to Paul McGehee, Liberty Airport, Liberty, Mississippi, on September 13, 1993. The engine and propeller system were released to Jerry W. Travis, President, McComb Aero Service, Inc., McComb, Mississippi, on September 14, 1993.