20250815017009A

Titusville, FL: at approximately 1415 EDT, a C172 crashed while on short final at low altitude for runway 9. Occupants on board were a CFI conducting a checkout flight for a commercial rated pilot. The commercial rated pilot cited a loss of power on short final with an inability to increase rpm's; the CFI took control and attempted an emergency landing. Aircraft impacted trees and then the ground in a wooded area near the approach end of runway 9. Occupants transported by EMS to local hospital. POB: 2, injuries: 2 minor, damage: substantial. Aircraft was inspected at the crash site by iic; master in off position, magnetos both with key missing, carburator heat off, throttle full, fuel selector both, flaps and flap setting at zero degrees. The mixture was in the idle cutoff position, and did not require the depression of a button to manipulate it, rather it could be moved freely like the throttle or carburator heat, with small clicking sensations and light resistance. The propeller had no tip damage, indicating it was not spinning during impact.

An airworthiness ASI accompanied the iic to inspect the accident aircraft. A review of the following was conducted: a sample of engine oil was taken. No water debris or metal shavings/chips were seen. The oil dipstick was checked, and was at the appropriate level, indicating no loss of oil prior to impact. Fuel sample from both left-wing and right-wing tanks was reviewed. The fuel was determined to be automotive grade unleaded gasoline. No water or debris was detected. Upon subsequent review of the maintenance log, the STC for utilizing automotive gasoline was not installed. However, no modifications to the engine are required, and this would not have affected performance of the engine. The carburetor air filter was clean, in good condition, and easily allowed light passage through the filter media. The carburetor heat mechanism functioned; however, movement was limited due to accident damage to the carburetor intake manifold. The propeller moved freely through three rotations, indicating no siezure of the cam shaft or propeller shaft. All cylinders were intact, and showed no signs of damage, compression failures, or leakage. The engine electrical harness was in good condition and did not show significant signs of wear or arcing. Both magnetos were wired correctly and show no indications of electrical distribution interruption. The engine did not indicate any contributing factors to the accident.

Iic interviewed both pilots separately. The flight was being conducted as a checkout flight for rental purposes; pilot #1 was the customer, pilot #2 was the CFI employed by the school to conduct the checkout. Common statements included during preflight at no time was the PIC identified during any stage of flight, engine rpms were at 1000 with full throttle, no emergency checklists were conducted, the CFI took control when the RPM drop was noted and conducted the emergency landing, and the accident occurred at low altitude on final. Neither were able to say when flaps were reduced from 30 degrees to zero. The CFI said he saw the mixture was full, the pilot could not recall the mixture setting. As previously mentioned, the mixture was at the idle cutoff position when inspected by the iic at the crash site. Pilot also stated she was unfamiliar with the Cessna line of aircraft, this only her third flight in a Cessna 172.