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20150106000829A

Accident · Substantial damage
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FAA accident report · Cessna 172S · Chesapeake, VA · January 6, 2015

FAA Aviation Safety Information Portal

© OpenStreetMap
Date
January 6, 2015 · 13:45 local
Place
Chesapeake, VA
Airport
Hampton Roads Executive
Phase of flight
Takeoff: Climb Out
Operating rules
General operating rules (Part 91)
Damage
Substantial damage
Aircraft
N2102P
NTSB investigation
NTSBERA15LA094
Reported as
Cessna 172S
Reported engine
Lycoming IO-360-L2A
People aboard
2
Fatal injuries
0
Other injuries
0
Pilot’s certificate
Student
Pilot’s flight hours
46 total46 in this make and model31 in the last 90 days
N2102PRegistered now · Cessna 172SS/N 172S9594 · Built 2004Airframe modelCessna 172SEngine modelLycoming IO-360-L2AReciprocating

From the FAA’s Accident/Incident Data System (AIDS), through its Aviation Safety Information Portal, as reported. The NTSB investigates accidents separately, and its record of an accident is the fuller one. The aircraft is matched to the registry by N-number and event date, checked against the reported make and model; the registry’s history has gaps, so older matches can be wrong. Compare the reported make and model.

What happened

The FAA’s narrative, in sentence case. The FAA writes it in capitals and removes private details.

DPE was administering private pilot checkride to applicant. After a full stop landing, a short field takeoff was performed by the applicant. At about 500 ft AGL, the DPE gave the applicant a simulated engine failure by fully retarding the throttle to the idle position. The applicant responded by adjusting the aircraft pitch for best glide airpspeed, selected a landing site in the forested swamp in front of the aircraft, and simulated performing the rest of the emergency procedures. The DPE terminated the simulated engine failure and the pushed the throttle in to the maximum power position. The engine did not respond, it remained at the idle/windmlling RPM. The DPE directed the applicant to turn on the fuel boost pump, then he cycled the throttle from the full power position to the idled position and back to the full power position. The engine did not respond and remained at windmill/idle RPM. The DPE then took control of the aircraft, turned the aircraft to a less densely wooded area of the swamp, verified that the magneto selector was in the both position, mixture to the rich position, and had the applicant verify the fuel tank selector valve was in the on/both position. As the aircraft descended the DPE had the applicant turn the electrical master switch to the off position and turn the fuel selector valve to the off position. The aircraft descended into the trees when the right wing hit a tree that caused it to turn right and pitch down in a cartwheeling motion. The aircraft came to rest rotated 180 degrees to the right of the direction of travel and 90 degrees nose down. The DPE and applicant then checked for injuries (none), verified the master switch was off and evacuated the aircraft.

As the FAA filed it

DPE WAS ADMINISTERING PRIVATE PILOT CHECKRIDE TO APPLICANT. AFTER A FULL STOP LANDING, A SHORT FIELD TAKEOFF WAS PERFORMED BY THE APPLICANT. AT ABOUT 500 FT AGL, THE DPE GAVE THE APPLICANT A SIMULATED ENGINE FAILURE BY FULLY RETARDING THE THROTTLE TO THE IDLE POSITION. THE APPLICANT RESPONDED BY ADJUSTING THE AIRCRAFT PITCH FOR BEST GLIDE AIRPSPEED, SELECTED A LANDING SITE IN THE FORESTED SWAMP IN FRONT OF THE AIRCRAFT, AND SIMULATED PERFORMING THE REST OF THE EMERGENCY PROCEDURES. THE DPE TERMINATED THE SIMULATED ENGINE FAILURE AND THE PUSHED THE THROTTLE IN TO THE MAXIMUM POWER POSITION. THE ENGINE DID NOT RESPOND, IT REMAINED AT THE IDLE/WINDMLLING RPM. THE DPE DIRECTED THE APPLICANT TO TURN ON THE FUEL BOOST PUMP, THEN HE CYCLED THE THROTTLE FROM THE FULL POWER POSITION TO THE IDLED POSITION AND BACK TO THE FULL POWER POSITION. THE ENGINE DID NOT RESPOND AND REMAINED AT WINDMILL/IDLE RPM. THE DPE THEN TOOK CONTROL OF THE AIRCRAFT, TURNED THE AIRCRAFT TO A LESS DENSELY WOODED AREA OF THE SWAMP, VERIFIED THAT THE MAGNETO SELECTOR WAS IN THE BOTH POSITION, MIXTURE TO THE RICH POSITION, AND HAD THE APPLICANT VERIFY THE FUEL TANK SELECTOR VALVE WAS IN THE ON/BOTH POSITION. AS THE AIRCRAFT DESCENDED THE DPE HAD THE APPLICANT TURN THE ELECTRICAL MASTER SWITCH TO THE OFF POSITION AND TURN THE FUEL SELECTOR VALVE TO THE OFF POSITION. THE AIRCRAFT DESCENDED INTO THE TREES WHEN THE RIGHT WING HIT A TREE THAT CAUSED IT TO TURN RIGHT AND PITCH DOWN IN A CARTWHEELING MOTION. THE AIRCRAFT CAME TO REST ROTATED 180 DEGREES TO THE RIGHT OF THE DIRECTION OF TRAVEL AND 90 DEGREES NOSE DOWN. THE DPE AND APPLICANT THEN CHECKED FOR INJURIES (NONE), VERIFIED THE MASTER SWITCH WAS OFF AND EVACUATED THE AIRCRAFT.

NTSB investigation

The NTSB’s investigation of this event, with its probable cause and findings. Matched to this report by N-number and date.

NTSB ERA15LA094Accident · No injuriesLimited investigationFinal reportNorfolk, VAThe engine’s failure to regain full power after a simulated engine failure for reasons that could not be determined during postaccident examinations and testing.Jan 6, 2015 · Substantial damage

Other reports on N2102P · 1

Matched to the same aircraft by N-number and date.

Incident 20060510007439ILevel Off Touchdown · Omaha, NE(-23) N2102P was cleared to land on runway 36 at the Omaha Eppley Airfield; the wind was reported 340 degrees at 15/25 knots. The student pilot stated while landing he noticed the aircraft was drifting to the right of the runway, he then used left aileron to…May 10, 2006 · Minor damage