The pilot stated that he performed a preflight inspection of the Cessna 172 and confirmed that the fuel tanks were full and absent of contamination, but he did not check the airframe fuel strainer.
He reported no discrepancies during the engine run-up before takeoff from the airport in Lancaster, Ohio.
After takeoff, he turned onto the crosswind and then onto the downwind legs of the airport traffic pattern, flying on the downwind leg between 1,600 and 1,700 feet mean sea level (msl).
While flying between 1,600 and 1,650 ft msl, he applied carburetor heat and then adjusted the engine rpm to 2,000. Abeam the approach end of runway 28, he reduced engine power to 1,700 rpm, extended the flaps to 10°, and heard radio calls from several other aircraft announcing they were transitioning the area.
After turning onto the base leg of the airport traffic pattern, he noticed that his sight picture was “not right” and he could see the propeller blades rotating. He turned onto the final approach leg of the airport traffic pattern and, with the engine not developing power, he determined that the airplane would not reach the runway.
He declared an emergency on the common traffic advisory frequency and noted a soybean field was located under the approach path. The airplane hit ground about 2 feet below the top of a ditch and came to rest inverted.
The pilot sustained minor injuries in the crash.
Examination of the airframe and engine was performed by an FAA airworthiness inspector following recovery. Structural damage to the fuselage, left wing, and aft empennage was noted.
Examination of the engine revealed crankshaft, camshaft, and valvetrain continuity.
No evidence of preimpact failure or malfunction was noted of the air induction, ignition, or exhaust systems.
No fuel contamination was noted in the right fuel tank, but because of the resting position of the airplane, no fuel was remaining in the left fuel tank. Both fuel tank caps were vented, and there was no issue with the airframe fuel vent system.
The standpipe of the airframe fuel strainer was noted to have some of the black coating separated, exposing the base material, which was corroded. Black particles were noted in the fuel drained from the airframe fuel strainer and also the carburetor bowl. Additionally, the carburetor fuel inlet screen was blocked on the end opposite of the inlet by “fibrous material.” Examination of each wing fuel tank strainer revealed very slight amount of “fibrous material.” The carburetor heat control operated satisfactorily. Damage to the propeller precluded operational testing of the engine.
Review of the maintenance records revealed the airplane’s last 100-hour inspection was performed on May 26, 2022. The airplane had accrued about 44 hours at the time of the accident since the inspection.
An aviation weather surface observation report taken at the airport about 5 minutes after the accident reported the temperature and dew point to be 93°F and 73°F, respectively. According to FAA Special Airworthiness Information Bulletin (SAIB) CE-09-35 – Carburetor Icing Prevention, those environmental conditions were favorable for icing at glide and cruise power settings.
Probable Cause: A partial loss of engine power due to the formation of carburetor ice.
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This June 2022 accident report is provided by the National Transportation Safety Board. Published as an educational tool, it is intended to help pilots learn from the misfortunes of others.
Flying a pattern low is a big mistake. You must be able to land from base at idle. If you need power to keep altitude at base or final, you may find yourself with no resources to land safely in case of an engine failure, so go high and use flaps or slip
Stupid fool… over an airport and has to land short. Very bad pattern. Very bad flying. Our local airport (Lincoln, California) same situation. Pilots fly a one-mile final or longer at less than five-hundred feet. ANY loss of power and they’re not going to make. What idiot flight instructor teaches this @#$&? More chargeable time on the student?
Well, modern CFIs don’t teach and require Private Students to always perform the Power Off 180 for landings as they did 40-60 years ago; they all want smooth powered approaches as if they are prepping for carrier landings.
I used to be based at KLHM, but with all the ‘stupid pilot tricks’, I moved my Cessna to Marysville, KMYV. It has much less traffic and the USAF Beale Aeroclub flies from there.
Part of the problem is using the vasi/papi lights for a vfr approach.
These are set for about 3.5 degrees for IFR traffic.
But, if an engine fails the required glide ratio at 3.5 degrees is 16:1. ! I don’t know of any powered aircraft with a glide ratio of more than 12-13:1 ! [ other than a motor glider].
I usually turn final and descend at 5 degrees, which is a glide ratio of 11:1, which I do with power off…. Easy to make the runway from anywhere in the pattern.
Despite the contamination in the fuel strainer, the loss of power occurred after a reduction in power. And the Before Landing checklist for carbureted 172’s says “Carburetor Heat – ON (apply full heat before reducing power)”.
How is the cause declared to be carb ice when it’s clearly debris in the system?
/J
The photos in the docket sure looks like a LOT of debris in the screens and the carb bowl,
that would be enough to block the main jet and kill the engine.!…vs carb ice.?
During the annual, I remove the carb drain plug and catch the fuel to see if there is anything in the bowl, besides removing the finger screen from the carb inlet.
Also, not sumping the gascolator is a big mistake.! Anything found in the fuel sample is cause to ground the aircraft and check/clean all the screens.