# NTSB CEN12LA609: Cessna 175B, N8260T, Hamilton, TX, September 5, 2012

- Type: NTSB accident investigation
- Classification: Accident · No injuries · Limited investigation · Final report
- Date: September 5, 2012, 15:55 local (20:55 UTC)
- Place: Hamilton, TX
- Coordinates: 31.665832, -98.148612 (estimated)
- Nearby events: https://openairdocs.org/map.md?lat=31.6658&lon=-98.1486&mi=10
- Phase of flight: [Initial climb](https://openairdocs.org/ntsb-phases/350) (OpenAirDocs' grouping)
- Defining event: [Initial climb: Loss of engine power (partial)](https://openairdocs.org/ntsb-events/342)
- Highest injury: No injuries
- Injuries: 1 uninjured
- Status: Completed, report December 5, 2013
- Report: Approved by Office Director
- NTSB office: Central Region
- Parties: Continental Motors Incorporated, Federal Aviation Administration - Fort Worth FSDO
- NTSB case key (mKey): 84943
- NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=CEN12LA609
- NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/84943/pdf
- NTSB docket: https://data.ntsb.gov/Docket?ProjectID=84943
- Page: https://openairdocs.org/ntsb/CEN12LA609

## Probable cause

The partial loss of engine power due to an exhaust valve that was stuck in the open position.

## Findings

NTSB's coded findings; those marked are part of the probable cause.

- [Engine (reciprocating): recip eng cyl section](https://openairdocs.org/ntsb-findings/01058530): Aircraft › Aircraft power plant · Malfunction (probable cause); cases with it: [Cessna 175B, 1 case](https://openairdocs.org/ntsb-findings/01058530/cases.md?model=2072506), [All aircraft, 373 cases](https://openairdocs.org/ntsb-findings/01058530/cases.md)

## Sequence of events

The events NTSB coded, in order, by phase of flight. The defining event best describes what happened.

- [Initial climb: Loss of engine power (partial)](https://openairdocs.org/ntsb-events/342) (defining event); cases with it: [Cessna 175B, 3 cases](https://openairdocs.org/ntsb-events/342/sequence.md?model=2072506), [All aircraft, 1,858 cases](https://openairdocs.org/ntsb-events/342/sequence.md)
- [Landing: Off-field or emergency landing](https://openairdocs.org/ntsb-events/440); cases with it: [Cessna 175B, 3 cases](https://openairdocs.org/ntsb-events/440/sequence.md?model=2072506), [All aircraft, 3,365 cases](https://openairdocs.org/ntsb-events/440/sequence.md)
- [Landing: Collision with terr/obj (non-CFIT) ](https://openairdocs.org/ntsb-events/470); cases with it: [Cessna 175B, 1 case](https://openairdocs.org/ntsb-events/470/sequence.md?model=2072506), [All aircraft, 10,189 cases](https://openairdocs.org/ntsb-events/470/sequence.md)

## Analysis

The pilot reported that shortly after takeoff, about 400 feet above the ground, he sensed that the airplane was not climbing normally and that the engine was not producing takeoff power. The pilot stated that he made a forced landing after he was unable to restore takeoff power or maintain altitude. The airplane impacted a tree and descended a hill before coming to a stop. A postaccident engine examination revealed that the No. 3 cylinder exhaust valve was stuck in the full open position. No visible debris was noted under the valve seat that would have prevented the valve from closing. A stuck exhaust valve would have resulted in a loss of engine power. No additional malfunctions or failures were revealed during the engine examination that would have prevented normal operation. The engine had accumulated about 698 hours since its last major overhaul.

## Factual narrative

On September 5, 2012, about 1555 central daylight time, a Cessna model 175B airplane, N8260T, was substantially damaged during a forced landing at Hamilton Municipal Airport (MNZ), Hamilton, Texas. The student pilot, who was the sole occupant, was not injured. The airplane was registered to and operated by the pilot, under the provisions of 14 Code of Federal Regulations Part 91, without a flight plan. Day visual meteorological conditions prevailed for the local flight that was originating at the time of the accident.The student pilot reported that the accident occurred on the first flight since the airplane had been refueled (topped-off) a couple days earlier. He did not observe any water or particulate contamination of the fuel samples obtained from the gascolator bowl or both wing tanks during his preflight inspection. He stated that he always operated the airplane with the fuel tank selector valve positioned to draw fuel from both fuel tanks. Before takeoff, he verified that no anomalies existed with the engine operation during two separate run-up checks and while he applied power for takeoff. He stated that liftoff was achieved at about 65 knots after the airplane had accelerated normally on the takeoff roll. The initial climb after liftoff was uneventful until 400 feet above ground level when he reportedly sensed that the airplane was not climbing normally, at which time he identified that the engine was not producing takeoff power and was unresponsive to his throttle movements. He verified that the mixture lever was in the full rich position before he focused on completing a forced landing. He reported that the airplane impacted a small tree during touchdown and subsequently descended a small hill before coming to a stop. The fuselage, engine firewall, and both wings were substantially damaged during the forced landing. The engine, a Continental model GO-300-D, serial number 16126-0-D, was examined by investigators with the National Transportation Safety Board and the engine manufacturer. The rotation of the engine crankshaft produced cylinder compression and suction to all cylinders except the No. 3 cylinder. Valve train continuity was confirmed to each cylinder except the No. 3 exhaust valve. A lighted boroscope inspection of the cylinders revealed normal combustion deposits on the cylinder domes and piston heads. Further examination of the No. 3 cylinder revealed that the exhaust valve was stuck in the full open position. There was no visible debris noted under the valve seat that would have kept the valve from closing. No additional anomalies were revealed during the engine examination that would have prevented normal operation. The recording tachometer indicated 809.02 hours after the accident. According to maintenance logbook information, the engine had accumulated 26.44 hours since the last annual inspection that was completed on October 5, 2011, and 698.22 hours since its last major overhaul.

## Aircraft

- Registration: [N8260T](https://openairdocs.org/deregistered/N8260T-2015-05-26), registration cancelled 2015-05-26, S/N 17556960, built 1960 (OpenAirDocs)
- Reported make and model: CESSNA 175B
- Registry model: [Cessna 175B](https://openairdocs.org/model/cessna-175b) (registry code 2072506) (OpenAirDocs)
- Registry engine: [Continental GO-300 series](https://openairdocs.org/engine/continental-go-300-series) (registry code 17024, reciprocating) (OpenAirDocs)
- Category: Airplane
- Serial number: 17556960
- Airframe hours: 2979
- Engines: Continental GO-300-D 175 horsepower reciprocating
- Damage: Substantial damage
- Flight: Personal, Part 91
- Airworthiness certificate: Standard, Normal
- Last inspection: Annual, October 5, 2011, 26 hours before
- Departed: MNZ, Hamilton, TX
- Destination: MNZ, Hamilton, TX
- Airport: MNZ, Hamilton Municipal Airport, runway 18, 4,998 × 75 ft, asphalt

## Flight crew

As NTSB recorded them. NTSB leaves out names.

- Pilot; age 56; injuries: none; student; medical: class 3, with waivers/limitations; seat: left; flight hours: 31 total, 31 in this make and model, 6 as pilot in command

## Weather

- Conditions: Visual (VMC), Day
- Wind: 150° at 11 knots, gusting 14
- Visibility: 10 statute miles
- Lowest ceiling: none
- Temperature: 100 °F, dew point 55 °F
- Altimeter: 29.86 inHg
- Turbulence: Unknown
- Observed at: MNZ

## FAA reports on this event (1)

The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs).

- [Accident 20120905023669A](https://openairdocs.org/incident/20120905023669A), Sep 5, 2012: Cessna 175B, Hamilton, TX, Substantial damage. On September 5, 2012, at 1555 central time, Cessna 175B aircraft, N8260T, experienced engine failure after takeoff from Hamilton municipal airport (kmnz),…

## Docket (7 files)

The files NTSB released with the investigation on September 26, 2013, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=84943. 2.0 MB in all.

- Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 737 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40400822&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Redacted.PDF
- Memorandum of Conversation with Mr. Kim Thomas, Pilot (item 2, .PDF, 62 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40400817&FileExtension=.PDF&FileName=Memorandum%20of%20Conversation%20with%20Mr.%20Kim%20Thomas,%20Pilot-Master.PDF
- Memorandum of Conversation with NTSB Investigator Craig Hatch (item 3, .PDF, 62 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40400818&FileExtension=.PDF&FileName=Memorandum%20of%20Conversation%20with%20NTSB%20Investigator%20Craig%20Hatch-Master.PDF
- Continental Motors Engine Exam Report (item 4, .PDF, 852 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40400832&FileExtension=.PDF&FileName=Continental%20Motors%20Engine%20Exam%20Report-Redacted.PDF
- Maintenance Logbook Information, Annual Inspection (item 5, .PDF, 98 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40400831&FileExtension=.PDF&FileName=Maintenance%20Logbook%20Information,%20Annual%20Inspection-Redacted.PDF
- Weather Reports (KMNZ) (item 6, .PDF, 92 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40400821&FileExtension=.PDF&FileName=Weather%20Reports%20(KMNZ)-Master.PDF
- Statement of Party Representatives to NTSB Investigation (item 7, .PDF, 75 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40401231&FileExtension=.PDF&FileName=Statement%20of%20Party%20Representatives%20to%20NTSB%20Investigation-Redacted.PDF

From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model.

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