11.17.09 6:45pm
A just-released National Transportation Safety Board report shows a plane that crashed near the Tallahassee airport earlier this month received a 100-hour inspection earlier the very same day.

Michael Piette and Mark Revet were killed when their Cessna crashed into the woods back on November 4th. An air traffic controller noticed the plane losing altitude and then spotted a fireball in the tree line.

A preliminary report issued by NTSB investigators shows that the Cessna was inspected earlier the same day as the crash and investigators on scene couldn't find any signs of mechanical failure.

The report does not indicate any obvious cause of the crash but does show a rapid descent. According to radar targets, the report says, the plane dropped 600 feet in 9 seconds.

A local pilot says that's a very steep descent, and that a typical descent is more like 300 to 500 feet a minute.

Here is a copy of the NTSB's preliminary report:

NTSB Identification: ERA10FA048
14 CFR Part 91: General Aviation
Accident occurred Wednesday, November 04, 2009 in Tallahassee, FL
Aircraft: CESSNA 172S, registration: N5194X
Injuries: 2 Fatal.

This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed.

On November 4, 2009, about 1920 eastern standard time, a Cessna 172S, N5194X, operated by Eagle Aircraft, was destroyed after collision with wooded terrain and a post crash fire during a forced landing at Tallahassee Regional Airport (TLH), Tallahassee, Florida. The certificated flight instructor and the certificated private pilot were fatally injured. Night visual meteorological conditions prevailed for the local instructional flight that originated at TLH, about 1915. No flight plan was filed for the flight, which was conducted under the provisions of 14 Code of Federal Regulations Part 91.

A preliminary review of radar and voice communication data from the Federal Aviation Administration (FAA) revealed that the airplane requested and was cleared for "left traffic" pattern work at TLH. The airplane departed runway 36 at TLH, and climbed straight ahead to an altitude of about 600 feet before it began a left turn to the crosswind leg of the pattern. The airplane reached an altitude of 1,000 feet as it turned from the crosswind leg to the downwind leg. The last three radar targets show the airplane at 1,000 feet, 800 feet, and 400 feet respectively, in a left arc that oriented towards the airport. The airplane was at 1,000 feet and three-fourths of a mile from the runway, and one-half mile from the perimeter fence, when it began its descent.

The tower controller reported that he was tracking the airplane visually, and noticed that the landing light and position lights were illuminated. He perceived the descent immediately, and voice communications revealed that he transmitted the airplane's registration number over the radio. The airplane responded with, "N5194X" in a clipped, business-like manner. There were no further communications from the airplane.

The controller sighted a "fireball" in the woods just west of the airport and alerted the airport fire department.

A review of FAA airman records revealed that the flight instructor held a commercial pilot certificate with a rating for airplane single-engine land, multi-engine land, and instrument airplane. He held a flight instructor certificate with a rating for airplane single engine. His most recent FAA third class medical certificate was issued in March 2008.

A pilot's logbook that belonged to the flight instructor was recovered at the site. The logbook entries began in June 2006, and predominantly reflected flights in Cessna model 152, 172, and 182 model airplanes. The instructor logged 1,202 total hours of flight experience. He logged 40 hours of flight experience in the 90 days prior to the accident, and 20 hours of flight experience in the 30 days prior to the accident. He logged 133 total hours of flight experience. The instructor's total flight experience in Cessna 172 airplanes could not be established.

The pilot held a private pilot certificate with ratings for airplane single engine land and instrument airplane. His most recent FAA second class medical certificate was issued in June 2008, and he reported 600 total hours of flight experience at that time.

According to FAA and maintenance records, the airplane was manufactured in 2002, and its most recent 100-hour inspection was completed November 4, 2009, at 2,956.6 total aircraft hours.

At 1944, the weather reported at Tallahassee Regional Airport included clear skies and calm winds. The visibility was 10 miles. The temperature was 15 degrees Celsius (C) and the dew point was 12 degrees C. The altimeter setting was 30.23.

The airplane was examined at the site and all major components were accounted for at the scene. The wreckage path was on flat, wooded terrain, oriented 110 degrees magnetic, and was about 600 feet in length. Trees along the wreckage path toward the main wreckage were broken off at progressively lower heights above the ground, and several pieces of angularly cut wood were scattered about.

The cockpit, cabin, and the inboard sections of both wings were consumed by fire. Examination of the cockpit revealed no discernible instruments or retrievable data. The outboard portions of both wings and the tail section were separated by impact. Control cable continuity was established from the flight control surfaces, to their respective cable breaks, and ultimately to the cockpit area. All cable, pulley, and bellcrank failures were consistent with overload.

The engine was separated from the airframe and damaged by fire. The propeller was separated from the crankshaft, and the examination revealed fracture surfaces consistent with overload. The number 2 propeller blade displayed a slight aft bend. The number 1 blade displayed twisting along its entire length, and about 5.5 inches was separated at the tip. The blade tip was not recovered.

Paint transfers consistent with the color of the nose cowling were observed around the circumference of the propeller spacer. The fiberglass nose cowling exhibited deep scoring around the propeller opening.

The engine was rotated by hand through the upper vacuum accessory drive and continuity was established through the accessory section to the valvetrain and powertrain. Compression was confirmed in all cylinders using the thumb method. The top four spark plugs were removed and the electrodes were intact and all were light tan and gray in color. Neither magneto could be tested due to fire damage. Both vacuum pumps were opened and each rotor was free, and all vanes were intact.