On December 18, 2001, about 1945 eastern standard time, a Cessna 172M, N9882V, operated by Phil Air Inc., as a Title 14 CFR Part 91 personal flight impacted with the ground at the New Smyrna Beach Airport, New Smyrna Beach, Florida. Visual meteorological conditions prevailed. No flight plan was filed. The airplane was substantially damaged. The private rated-pilot and two passengers reported serious injures. One passenger reported minor injuries. The flight had originated from the Daytona Beach Airport, Florida about 1930. Witnesses at the airport did not see the accident, but heard the airplane in the traffic pattern. Some witnesses stated they heard power being applied to the engine as if it were taking off after doing a touch and go. Ground witnesses reported hearing engine sounds until just prior to impact. The female passenger told rescue personnel they had just gotten off the ground when the plane started to shake. The next thing she remembered, they had crashed. According to the FAA inspector's statement, the initial impact area was about 30 feet in front of the airplane, about 3 feet in diameter, with only "slight" ground scarring that was "consistent" with the wing tips, and all the ground scars were found near the initial impact point. In addition, the FAA inspector stated that the tail surfaces were "not damaged," fuel was present in the left wing, the right wing fuel tank was ruptured, and the fuel selector was found in the "BOTH" position. The pilot was interviewed in the hospital, and gave a statement to the FAA inspector, but due to his injuries he could not fill out the NTSB Form 6120.1/2. He stated he thought he was around 150' to 200' above ground level, when the aircraft started to shake. He didn't think there was anything wrong with the aircraft prior to impact. The pilot did not recall hearing the stall warning horn. According to the inspector the pilot had a total of 200 flight hours, of which 100 were in this make and model airplane, and about 3 hours of night flight hours. On December 20, 2001, in the presence of the FAA inspector, the airframe and engine were examined. Due to a bent propeller flange the engine was not run. Disassembly of the engine revealed no discrepancies. All airframe systems "appeared to be intact," the flap motor indicated that the flaps were "in the full up position." The stall warning horn was found "operable." (See the Lycoming Report, an attachment to this report). After the pilot was released from the hospital his whereabouts became unknown, and he did not return the NTSB Form 6120.1/2 he was given in the hospital. The operator was given an NTSB Form 6120.1/2, but did not return it to the NTSB.