# NTSB ERA12IA169: Cessna 172S, N427CP, Jackson, MS, January 28, 2012 - Type: NTSB incident investigation - Classification: Incident · No injuries · Incident investigation · Final report - Date: January 28, 2012, 17:05 local (23:05 UTC) - Place: Jackson, MS - Coordinates: 32.311111, -90.075836 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=32.3111&lon=-90.0758&mi=10 - Phase of flight: [Enroute](https://openairdocs.org/ntsb-phases/400) (OpenAirDocs' grouping) - Defining event: [Enroute-climb to cruise: Part(s) separation from AC](https://openairdocs.org/ntsb-events/338) - Highest injury: No injuries - Injuries: 1 uninjured - Status: Completed, report April 25, 2013 - Report: Approved by Office Director - NTSB office: Eastern Region Aviation - Parties: FAA/FSDO, McCauley Propeller Systems, Civil Air Patrol, Inc - NTSB case key (mKey): 82801 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=ERA12IA169 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/82801/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=82801 - Page: https://openairdocs.org/ntsb/ERA12IA169 ## Probable cause The separation of the propeller blade tip due to fatigue cracking that initiated at the blade’s leading edge. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Propeller system: propeller blade section](https://openairdocs.org/ntsb-findings/01046111): Aircraft › Aircraft propeller/rotor · Failure (probable cause); cases with it: [Cessna 172S, 2 cases](https://openairdocs.org/ntsb-findings/01046111/cases.md?model=2072439), [All aircraft, 51 cases](https://openairdocs.org/ntsb-findings/01046111/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Enroute-climb to cruise: Part(s) separation from AC](https://openairdocs.org/ntsb-events/338) (defining event); cases with it: [Cessna 172S, 4 cases](https://openairdocs.org/ntsb-events/338/sequence.md?model=2072439), [All aircraft, 563 cases](https://openairdocs.org/ntsb-events/338/sequence.md) - [Landing: Off-field or emergency landing](https://openairdocs.org/ntsb-events/440); cases with it: [Cessna 172S, 15 cases](https://openairdocs.org/ntsb-events/440/sequence.md?model=2072439), [All aircraft, 3,365 cases](https://openairdocs.org/ntsb-events/440/sequence.md) ## Analysis According to the pilot, he conducted a thorough preflight inspection of the airplane with no anomalies noted. Then, when the airplane was at an altitude of 7,000 feet mean sea level, an extreme vibration began. The pilot reduced engine power, verified the airplane’s flight controls were still operational, and declared an emergency with the air traffic controller that he was in contact with. As the vibration continued, the pilot elected to shut down the engine and, as the propeller was windmilling, the vibration continued. The pilot reduced the airspeed in order to stop the propeller rotation, then immediately obtained best glide airspeed once the propeller stopped. As soon as the propeller stopped windmilling, the vibration ceased. The pilot landed the airplane without incident and it was towed to the fixed base operator. A postincident engine teardown revealed that there were no anomalies that would have precluded normal operation. Examination of a fracture surface on one of the propeller blades revealed that the blade tip failed as a result of fatigue cracking that initiated at the leading edge of the blade. The propeller blade was inspected about 72 operating hours before the incident, as part of the airplane’s 100-hour annual inspection, and no discrepancies were noted at that time. ## Factual narrative On January 28, 2012, about 1705, central standard time, a Cessna 172S, N427CP, made a forced landing at Jackson-Evers International Airport (JAN), Jackson, Mississippi. The pilot, the sole occupant on board, was not injured and the airplane incurred minor damage. The airplane was registered to and operated by the Civil Air Patrol, Maxwell AFB, Alabama, under the provisions of 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed at that time and an instrument flight rule flight plan had been filed. a company flight plan had been filed. The flight originated from Hawkins Field Airport (HKS), Jackson, Mississippi, about 1645, earlier that day. According to the pilot, he conducted a thorough preflight inspection of the airplane with no anomalies noted. After departure, when the airplane was about 8 miles south west of JAN, at an altitude of 7,000 feet mean sea level, an extreme vibration began. The cabin environment experienced heavy turbulence. The pilot reduced engine power, verified the airplane’s flight controls were still operational, and declared an emergency with the air traffic controller. He then reduced the airspeed to best glide airspeed and maneuvered the airplane for JAN. The vibration continued, he elected to shutdown the engine, and as the propeller was windmilling the vibration continued. Again the pilot reduced the airspeed in order to stop the propeller rotation, and then immediately obtain best glide airspeed again once the propeller stopped. As soon as the propeller stopped windmilling, the vibration ceased. The pilot landed the airplane at JAN without incident and it was towed to the fixed base operator. An inspection of the airplane revealed that about a three inch section from one of the fixed pitched propeller blades had fractured and separated during flight. According to Federal Aviation Administrator records, the airplane was manufactured in 2001 and was equipped with a Lycoming IO-360-L2A, 180 horsepower engine with a McCauley model 1A170E/JHA7660 fixed pitch propeller. The most recent 100-hour/annual inspection was performed on July 8, 2011, and at that time the airframe, engine, and propeller had accrued 1735.2 total hours of time in service. According to the engine maintenance log, the most recent oil change was performed on July 11, 2011, at 1778.6 hours of time in service. On the day of the accident, the tachometer indicated 1807 total hours of time in service. In addition, the propeller maintenance log indicated that on March 16, 2010, the propeller blades were cleaned and “dressed.” Then, during the most recent inspection, the propeller was inspected in accordance with a 100-hour inspection and found to be in airworthy condition. A postincident engine teardown revealed that there were no visible anomalies and the engine was well within the static balance standards. The crankshaft inspection revealed that all of the internal rotating masses were within limits as set by the manufacturer.The crankshaft dynamic balance check indicated that the crankshaft flange was within limits. In addition, the engine model was not equipped with counterweights or harmonic dampeners. The propeller was retained by the National Transportation Safety Board and sent to the NTSB Materials Laboratory, Washington, D.C., for metallurgical examination. The examination of the fracture surface revealed that fracture markings were indicative of fatigue progression in aluminum alloys that initiated near the leading edge and propagated chordwise through about 65 percent of the blade. The remaining fracture was consistent with tensile overstress separation. For more information, the Materials Laboratory Report is located in the docket for this accident. ## Aircraft - Registration: [N427CP](https://openairdocs.org/aircraft/N427CP), registered now, S/N 172S8689, built 2001 (OpenAirDocs) - Reported make and model: CESSNA 172S - Registry model: [Cessna 172S](https://openairdocs.org/model/cessna-172s) (registry code 2072439) (OpenAirDocs) - Registry engine: [Lycoming I0360 series](https://openairdocs.org/engine/lycoming-i0360-series) (registry code 41515, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 172S8689 - Airframe hours: 1807 - Engines: LYCOMING IO-360 SER 180 horsepower reciprocating - Damage: No damage - Flight: Other work use, Part 91 - Operator: Civil Air Patrol Inc - Registered owner: Civil Air Patrol Inc - Airworthiness certificate: Standard, Utility; Standard, Normal - Last inspection: 100 hour, July 8, 2001, 72 hours before - Departed: JAN, Jackson, MS - Destination: HKS, Bay St. Louis, MS - Flight plan: IFR - Airport: JAN, Jackson-Evers Int'l, runway 34, 8,500 × 150 ft, asphalt ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 56; injuries: none; commercial; airplane ratings: single-engine land, multi-engine land; instrument ratings: airplane; medical: class 2, with waivers/limitations; last flight review June 24, 2011; seat: left; flight hours: 1,326 total, 700 in this make and model, 1,200 as pilot in command, 26 in the last 90 days, 6 in the last 30 days, 3 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: 350° at 6 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 43 °F, dew point 30 °F - Altimeter: 30.37 inHg - Observed at: KJAN, 6 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). - [Incident 20120128001959I](https://openairdocs.org/incident/20120128001959I), Jan 28, 2012: Cessna 172S, Jackson, MS, No damage. Approximate 10 minutes into the 3rd flight of January 28, 2012 and at about 7000 ft MSL level flight. Aircraft N427CP experienced extreme vibration. The engine… ## Docket (10 files) The files NTSB released with the investigation on March 12, 2013, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=82801. 9.7 MB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 3.0 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40382433&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Redacted.PDF - Materials Laboratory 15 - Factual Report 12-021 (7 images) (item 2, .PDF, 2.0 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40363950&FileExtension=.PDF&FileName=Materials%20Laboratory%2015%20-%20Factual%20Report%2012-021%20(7%20images)-Master.PDF - Propeller Maintenance Log Excerpts (item 3, .PDF, 545 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40382444&FileExtension=.PDF&FileName=Propeller%20Maintenance%20Log%20Excerpts-Redacted.PDF - Engine Teardown Examination Results (item 4, .PDF, 228 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40382442&FileExtension=.PDF&FileName=Engine%20Teardown%20Examination%20Results-Redacted.PDF - Engine Maintenance Log Excerpts (item 5, .PDF, 1.2 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40382443&FileExtension=.PDF&FileName=Engine%20Maintenance%20Log%20Excerpts-Redacted.PDF - JAN Weather Observations (item 6, .PDF, 16 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40382467&FileExtension=.PDF&FileName=JAN%20Weather%20Observations-Master.PDF - FAA SAIB Propeller RPM Restrictions and Placards (item 7, .PDF, 94 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40382468&FileExtension=.PDF&FileName=FAA%20SAIB%20Propeller%20RPM%20Restrictions%20and%20Placards-Master.PDF - Statement of Party Representatives to NTSB Investigation (item 8, .PDF, 266 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40382441&FileExtension=.PDF&FileName=Statement%20of%20Party%20Representatives%20to%20NTSB%20Investigation-Redacted.PDF - Return of Parts Documentation (item 9, .PDF, 320 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40382537&FileExtension=.PDF&FileName=Return%20of%20Parts%20Documentation-Redacted.PDF - Photo 1: View of Damaged Propeller Blade Tip (Courtesy of FAA) (item 10, .PDF, 2.0 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40382466&FileExtension=.PDF&FileName=Photo%201%3A%20View%20of%20Damaged%20Propeller%20Blade%20Tip%20(Courtesy%20of%20FAA)-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.