CEN20LA043

The flight instructor and pilot were conducting simulated instrument training when, following a missed approach, the flight instructor simulated an engine failure. The pilot responded by entering a power-off approach to the nearest runway and applied the carburetor heat as part of his loss-of-engine-power procedure. About 200 ft above ground level, the flight instructor advanced the throttle to clear the engine; however, the engine lost all power. The flight instructor took control of the airplane but was unable to avoid impacting trees during the approach. The airplane touched down momentarily on a road before becoming airborne again and landing on the runway. After inspecting the airplane and observing no damage to the landing gear or propeller, the flight instructor started the engine and taxied to the hangar. The engine started without difficulty and seemed to run normally during the taxi. The left wing sustained substantial damage during the impact with trees and the fence. A postaccident engine examination did not reveal any anomalies consistent with an inability to produce rated power. FAA guidance regarding carburetor icing indicated the possibility of icing at glide power given the atmospheric conditions at the time of the accident. The airplane owner's manual did not include a specific emergency checklist for a loss of engine power. The before landing checklist noted that the carburetor heat should be applied before reducing power. Although there was only a slight possibility of carburetor icing, the delay from the time the flight instructor reduced engine power to idle to the time that the pilot applied the carburetor heat likely allowed some level of carburetor icing to accumulate, which resulted in a loss of engine power when power was applied during the approach.

On December 18, 2019, about 1910 eastern standard time, a Cessna 172 airplane, N5406R, impacted trees and a fence during a forced landing following a loss of engine power at the Cincinnati West Airport (I67), Harrison, Ohio. The pilot and flight instructor were not injured. The airplane sustained substantial damage. The airplane was registered to and operated by the flight instructor as a Title 14 Code of Federal Regulations Part 91 instructional flight. Night visual meteorological conditions prevailed, and the flight was not operated on a flight plan. The local flight originated from I67 about 1730. The flight instructor and pilot were conducting instrument training at the time of the accident. The pilot had initiated a missed approach following a practice instrument approach to runway 19 at I67. During the climb out, the flight instructor simulated an engine failure. The pilot responded by entering a power-off approach to runway 1 and applied the carburetor heat as part of his loss of engine power procedure. About 200 ft above ground level, the flight instructor advanced the throttle in order to clear the engine; however, the engine stopped producing power. The flight instructor took control of the airplane from the pilot at that time. The airplane struck trees during the approach before landing on the runway. After inspecting the airplane on the runway and observing no damage to the landing gear or propeller, the flight instructor started the engine and taxied to the hangar. The engine started without difficulty and appeared to run normally during the taxi. An examination of the runway environment by Federal Aviation Administration (FAA) inspectors indicated that the airplane struck trees and a 3-ft high wire fence about 400 ft short of the runway. Skid marks on a two-lane road running immediately adjacent to the fence were consistent with the airplane touching down momentarily before becoming airborne again. Additional skid marks on the paved stopway/overrun preceding the runway 1 displaced threshold were consistent with the airplane contacting the pavement at this point. A postaccident engine examination conducted by the FAA inspectors did not reveal any anomalies consistent with an inability to produce rated power. Engine control continuity was confirmed. The airplane sustained substantial damage to the outboard portion of the left wing. The temperature and dew point recorded by the I67 Automated Weather Observing System (AWOS) at 1915, were -5° Celsius and -10° Celsius, respectively. Information published by the FAA regarding carburetor icing indicated the possibility of icing at glide power existed under those conditions. Although, the temperature/dew point combination was on the cusp of the region for icing at glide power on the probability chart. A review of an owner's manual applicable to the airplane revealed that there was not a specific emergency checklist for a loss of engine power. The descent (let-down) checklist noted,"Carburetor Heat – As required to prevent carburetor icing." The before landing checklist noted, "Carburetor Heat – Apply before closing throttle."