# NTSB CHI02LA186: Cessna 175, N175HL, Kaiser/Lake Oza, MO, July 9, 2002 - Type: NTSB accident investigation - Classification: Accident · No injuries · Limited investigation · Final report - Date: July 8, 2002, 21:30 local (Jul 9, 2002, 02:30 UTC) - Place: Kaiser/Lake Oza, MO - Coordinates: 38.096111, -92.549446 - Nearby events: https://openairdocs.org/map.md?lat=38.0961&lon=-92.5494&mi=10 - Phase of flight: [Enroute](https://openairdocs.org/ntsb-phases/400) (OpenAirDocs' grouping) - Highest injury: No injuries - Injuries: 5 uninjured - Status: Completed, report April 15, 2003 - Report: Approved by Office Director - Parties: FAA -- Kansas City FSDO - NTSB case key (mKey): 55190 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=CHI02LA186 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/55190/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=55190 - Page: https://openairdocs.org/ntsb/CHI02LA186 ## Probable cause The pilot's decision to conduct the flight with a known deficiency in the aircraft, a failure by the pilot to execute a precautionary landing due to "sluggish" performance during takeoff, the loss of engine power due to the malfunction of the left magneto, and the lack of suitable terrain for a forced landing. Contributing factors were the low ambient light due to the time of day (night), and the tree line at the edge of the field. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Loss of engine power(partial) - mech failure/malf, climb - to cruise - operation with known deficiencies in equipment - intentional, pilot in command (cause) - precautionary landing - not performed, pilot in command (cause) - ignition system,magneto - malfunction (cause) - misc eqpt/furnishings,seat belt - not installed - Forced landing, emergency descent/landing - unsuitable terrain or takeoff/landing/taxi area - encountered, pilot in command (cause) - light condition - dark night (contributing factor) - In flight collision with terrain/water, emergency landing - On ground/water collision with object, emergency landing - object - tree(s) (contributing factor) ## Analysis During a forced landing into a hayfield, the aircraft was substantially damaged when it impacted a perimeter tree line. Shortly after takeoff, the airplane's performance was "somewhat sluggish and was slow to accelerate up to 100 mph", according to the pilot. He reported that approximately five miles from the airport at 400 ft agl, the engine suffered a "catastrophic loss of power." He noted that returning to the airport was not possible due to the developing descent rate and that options for a forced landing site were limited due to the terrain. A small hay field was selected, however, he was unable to stop prior to the tree line at the edge of the field. A post-accident engine examination by the FAA inspector on-scene noted that the left magneto drive gear had malfuntioned, producing an erratic spark distribution and resulting in a significant loss of engine performance. The pilot reported having engine problems the day before the accident flight. He returned to the departure airport and consulted a mechanic. A loose spark plug lead was secured and a non-firing spark plug was replaced. The mechanic's statement noted that the airplane still was not developing rated static RPM's and was not within tolerances on the magneto checks. He determined that the left magneto needed to be replaced or repaired. The pilot's statement reported that the engine performance was within specifications, and that the mechanic indicated replacement of the left magneto was optional. No logbook entry was made for the work done. In addition, the accident flight was conducted with a total of five occupants on-board: two adults and three children. This exceeded the number of approved seats/seat belts installed. ## Factual narrative On July 8, 2002, approximately 2130 central daylight time, a Cessna 175, N175HL, piloted by a private pilot, was substantially damaged during a forced landing following a loss of engine power. The airplane was on climbout, approximately five miles from the airport at 400 feet agl, when the loss of engine power occurred. The flight departed runway 3 (6,497 feet x 100 feet, asphalt) at the Lee C. Fine Memorial Airport (AIZ), Osage Beach, Missouri. Visual meteorological conditions prevailed. The flight was being conducted under the provisions of 14 CFR Part 91 and was originating at the time of the accident. The intended destination was the Greater Peoria Regional Airport (PIA), Peoria, Illinois. The pilot and passengers did not report any injuries. In his written statement, the pilot noted that the airplane's performance shortly after takeoff was "somewhat sluggish and was slow to accelerate up to 100 mph." During the climb, "the plane suffered a catastrophic loss of power." The pilot stated that sufficient power to maintain level flight was not available and that returning to the airport was not possible due to the developing descent rate. The pilot reported that few options existed as forced landing sites. He selected a small hayfield, but was unable to stop prior to the tree line at the edge of the field. The pilot reported that the run-up prior to the accident flight was completed with no indication of a problem. However, he stated that the evening before he experienced problems shortly after takeoff and returned to the airport where he landed without incident. He contacted a mechanic to look at the airplane. The pilot stated that the mechanic found a "bad spark plug" and an unattached spark plug wire. These items were corrected and the engine was run. The pilot's report stated that we "checked the mag[neto]s and everything appeared to be in good working order and within tolerances." He also noted that a subsequent review of the engine logbooks revealed no entry to indicate that the left magneto had been replaced or overhauled. The pilot reported an entry which indicated the right magneto was overhauled in September 1989. He went on to note that "[the mechanic] stated that replacing the left magneto was strictly 'optional' as it appeared to be operating within tolerances at this time." In a written statement submitted after the accident, the mechanic noted that the initial examination revealed a non-firing spark plug and an unattached spark plug lead. He reported that these items were corrected and the engine was run. During the engine run, the mechanic noted that the indicated static RPM readings were 200~400 below that specified in the POH, and that RPM readings during several magneto checks were 175~300 below the allowable of 125 rpm's maximum specified in the POH. He went on to state that "I told [the pilot] that the [left] mag[neto] should be replaced or at least repaired." A post-accident engine examination by the FAA revealed that the left magneto distributor drive gear had malfunctioned and the magneto exhibited an erratic spark distribution. The Cessna 175 airplane involved in the accident had accumulated 1,665 hours total time. An annual inspection was completed on June 25, 2002, and 5 hours had been flown since then. The Continental GO-300 series engine installed, likewise, had accumulated 1,665 hours total time. The time since overhaul was reported as 340 hours. On the evening of the accident, sunset was at 2036 cdt, with civil twilight ending at 2107 cdt. The moon set at 1921 cdt. The pilot reported conditions at the scene as clear skies and light, north winds at 5 knots. At the time of the accident there were five occupants on-board the aircraft. A review of the FAA Type Certificate Data Sheet (No.: 3A17) for the Cessna 175 indicates an approved seating capacity of four persons. 14 CFR 91.107(a)(3) states that "each person on board a U.S.-registered civil aircraft ... must occupy an approved seat or berth with a safety belt and, if installed, shoulder harness, properly secured about him or her during movement on the surface, takeoff and landing. ## Aircraft - Registration: [N175HL](https://openairdocs.org/deregistered/N175HL-2013-05-21), registration cancelled 2013-05-21, S/N 55002, built 1957 (OpenAirDocs) - Reported make and model: Cessna 175 - Registry model: [Cessna 175](https://openairdocs.org/model/cessna-175) (registry code 2072502) (OpenAirDocs) - Registry engine: [Continental GO-300 series](https://openairdocs.org/engine/continental-go-300-series) (registry code 17024, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 55002 - Airframe hours: 1665 - Engines: Continental GO-300 Series 175 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Airworthiness certificate: Standard, Normal - Last inspection: Annual, June 25, 2002, 5 hours before - Departed: AIZ, Kaiser/Lake Oza, MO - Destination: PIA, Peoria, IL - Airport: --- ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 49; injuries: none; private; airplane ratings: single-engine land; medical: class 3, valid medical--no waivers/lim.; last flight review November 10, 2000; seat: left; flight hours: 199 total, 6 in this make and model, 169 as pilot in command, 10 in the last 90 days, 6 in the last 30 days, 1 in the last 24 hours ## Weather - Conditions: Visual (VMC), Dusk - Wind: calm - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 79 °F, dew point 70 °F - Altimeter: 30.11 inHg - Observed at: AIZ, 5 nm away ## 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 20020708027519A](https://openairdocs.org/incident/20020708027519A), Jul 8, 2002: Cessna 175, Kaiser, MO, Substantial damage. (-23) On July 8, 2002, at approximately 2100 hours, Mr. William anderson, owner and pilot of N175HL, a Cessna 175, departed the lee c. fine airport located at… ## Docket (4 files) The files NTSB released with the investigation on January 30, 2003, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=55190. 1.3 MB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 897 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40460902&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Master.PDF - Record of Interview (item 2, .PDF, 171 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40460903&FileExtension=.PDF&FileName=Record%20of%20Interview-Master.PDF - Statements From Aircraft Mechanics (item 3, .PDF, 160 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40460904&FileExtension=.PDF&FileName=Statements%20From%20Aircraft%20Mechanics-Master.PDF - Engine Maintenance Logbook Entry For Annual Inspection (item 4, .PDF, 61 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40460905&FileExtension=.PDF&FileName=Engine%20Maintenance%20Logbook%20Entry%20For%20Annual%20Inspection-Master.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. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.