# NTSB ERA12LA428: Cessna R172K, N758JQ, Greene, NY, July 1, 2012

- Type: NTSB accident investigation
- Classification: Accident · No injuries · Limited investigation · Final report
- Date: July 1, 2012, 15:30 local (19:30 UTC)
- Place: Greene, NY
- Coordinates: 42.304164, -75.787223 (estimated)
- Nearby events: https://openairdocs.org/map.md?lat=42.3042&lon=-75.7872&mi=10
- Phase of flight: [Enroute](https://openairdocs.org/ntsb-phases/400) (OpenAirDocs' grouping)
- Defining event: [Enroute-cruise: Loss of engine power (partial)](https://openairdocs.org/ntsb-events/342)
- Highest injury: No injuries
- Injuries: 1 uninjured
- Status: Completed, report February 3, 2014
- Report: Approved by Office Director
- NTSB office: Eastern Region Aviation
- Parties: FAA/FSDO
- NTSB case key (mKey): 84177
- NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=ERA12LA428
- NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/84177/pdf
- NTSB docket: https://data.ntsb.gov/Docket?ProjectID=84177
- Page: https://openairdocs.org/ntsb/ERA12LA428

## Probable cause

An undetected fatigue crack on the outer surface of the No. 3 cylinder barrel that could only have been detected visually and not by a differential compression test , resulting in separation of the head from the barrel and a subsequent partial loss of engine power. Contributing to the accident was the pilot's decision to land downwind on a runway that subsequently necessitated an intentional hard landing to avoid a runway overrun and his failure to follow the engine manufacturer's time between overhaul recommendation .

## 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 · Fatigue/wear/corrosion (probable cause); cases with it: [Cessna R172K, 2 cases](https://openairdocs.org/ntsb-findings/01058530/cases.md?model=2072431), [All aircraft, 373 cases](https://openairdocs.org/ntsb-findings/01058530/cases.md)
- [Action: incorrect action performance](https://openairdocs.org/ntsb-findings/02041015): Personnel issues › Action/decision · Pilot (probable cause); cases with it: [Cessna R172K, 2 cases](https://openairdocs.org/ntsb-findings/02041015/cases.md?model=2072431), [All aircraft, 1,386 cases](https://openairdocs.org/ntsb-findings/02041015/cases.md)
- [Info processing/decision: decision making/judgment](https://openairdocs.org/ntsb-findings/02041520): Personnel issues › Action/decision · Pilot (probable cause); cases with it: [Cessna R172K, 4 cases](https://openairdocs.org/ntsb-findings/02041520/cases.md?model=2072431), [All aircraft, 3,098 cases](https://openairdocs.org/ntsb-findings/02041520/cases.md)
- [Maintenance: scheduled/routine maintenance](https://openairdocs.org/ntsb-findings/02062010): Personnel issues › Task performance · Owner/builder (probable cause); cases with it: [Cessna R172K, 1 case](https://openairdocs.org/ntsb-findings/02062010/cases.md?model=2072431), [All aircraft, 320 cases](https://openairdocs.org/ntsb-findings/02062010/cases.md)

## Sequence of events

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

- [Enroute-cruise: Loss of engine power (partial)](https://openairdocs.org/ntsb-events/342) (defining event); cases with it: [Cessna R172K, 2 cases](https://openairdocs.org/ntsb-events/342/sequence.md?model=2072431), [All aircraft, 1,858 cases](https://openairdocs.org/ntsb-events/342/sequence.md)
- [Emergency descent: Miscellaneous/other](https://openairdocs.org/ntsb-events/900); cases with it: [Cessna R172K, 3 cases](https://openairdocs.org/ntsb-events/900/sequence.md?model=2072431), [All aircraft, 1,556 cases](https://openairdocs.org/ntsb-events/900/sequence.md)
- [Emergency descent: Off-field or emergency landing](https://openairdocs.org/ntsb-events/440); cases with it: [Cessna R172K, 6 cases](https://openairdocs.org/ntsb-events/440/sequence.md?model=2072431), [All aircraft, 3,365 cases](https://openairdocs.org/ntsb-events/440/sequence.md)
- [Landing-flare/touchdown: Hard landing](https://openairdocs.org/ntsb-events/092); cases with it: [Cessna R172K, 7 cases](https://openairdocs.org/ntsb-events/092/sequence.md?model=2072431), [All aircraft, 2,102 cases](https://openairdocs.org/ntsb-events/092/sequence.md)

## Analysis

The pilot reported that about 25 minutes into the flight while the airplane was at an altitude of about 2,300 feet mean sea level, the engine began to run rough, followed by partial loss of power. He turned and proceeded toward an airport then he started hearing metallic grinding sounds as the engine power continued to decrease. Unable to maintain altitude, he elected to land downwind on a runway; he noted that his airspeed was about 100 knots at the threshold. The main landing gear contacted the surface about midpoint of the runway, and the pilot pushed the control yoke to force the nose landing gear onto the runway in an intentional effort to stop the airplane before running off a steep embankment. The airplane came to rest upright about three-quarters of the way down the length of the runway, with structural damage to the engine firewall. Postaccident examination of the engine revealed the head of the No. 3 cylinder had separated from the barrel due to an undetected fatigue crack that emanated from corrosion pits on the outer surface of the barrel. Paint covering crater-shaped corrosion blisters on the barrel indicates that the paint was applied to a surface that had already corroded and suggests that the corrosion developed over an extended period of time. Although the engine had only accrued about 9 hours since the last 100-hour inspection, the location of the piston at top dead center during the compression test would have been above the location of the fracture and the loss of compression likely would not have been detected. The engine manufacturer recommended that the engine be overhauled every 1500 hours or every 12 years. Although components of the cylinders were replaced in 1986, there was no record that the No. 3 cylinder had been replaced since the airplane was manufactured in 1979. Notably, the engine had accumulated about 1356 hours since installation and had not reached the manufacturer's recommended hour limit for overhaul. However, the 12-year time limit had been significantly exceeded and an overhaul would have involved either installing new or overhauled cylinders. Operating under 14 Code of Federal Regulations Part 91, the owner was not required to adhere to the manufacturer's overhaul recommendations. However, following both the manufacturer's recommended time and hour limitations would have likely addressed the fatigue cracking prior to the accident.

## Factual narrative

On July 1, 2012, about 1530 eastern daylight time, a Cessna R172K, N758JQ, registered to and operated by a private individual, was landed hard during a forced landing at Greene Airport (4N7), Greene, New York. Visual meteorological conditions prevailed at the time and no flight plan was filed for the 14 Code of Federal Regulations (CFR) Part 91 personal flight from Becks Grove Airport (K16), Rome, New York, to Chenango Bridge Airport (1NK8), Binghamton, New York. The airplane sustained substantial damage, and the private pilot, the sole occupant was not injured. The flight originated from K16 about 1450. The pilot stated that part of his preflight check included checking the engine oil quantity, which indicated 8 quarts (full). After takeoff, the he climbed to 4,500 feet and proceeded towards the destination airport. About 25 minutes into the flight, after passing 4N7, the engine began to run rough followed by a loss of engine power. He turned to 4N7, and then described hearing metallic grinding sounds, and reported the engine power continued to decrease. Unable to maintain altitude due to the loss of engine power, he elected to land downwind on runway 07. He reported that the flight was about 100 knots at the threshold, and about midpoint of the runway the main landing gear contacted the surface. He then pushed on the control yoke forcing the nose landing gear onto the runway in an effort to stop the airplane before running off the end down a steep embankment. The airplane came to rest upright about ¾ down the runway. Examination of the airplane by a Federal Aviation Administration (FAA) airworthiness inspector revealed damage to the lower portion of the firewall and a compression wrinkle on the left lower fuselage skin aft of the firewall. Examination of the engine revealed the head of the No. 3 cylinder assembly was separated from the barrel, which remained secured to the engine crankcase. The No. 3 cylinder and piston were retained for further examination. Examination of the No. 3 cylinder and piston was by personnel of the NTSB Materials Laboratory located Washington, D.C. The examination of the cylinder revealed the barrel was fractured at the location where it intersected the cylinder head; however, the threaded end of the barrel remained within the cylinder head. Corrosion was observed on and between the cooling fins of the cylinder head, and protruding and crater shaped blisters were noted. Paint was noted to cover the protruding blisters and many of the crater shaped blisters. The fracture surface was cleaned and examination revealed two areas of relatively flat surfaces with curving crack arrest lines consistent with fatigue; both of which originated from corrosion pits on the outer surface. There was no record that the No. 3 cylinder had been replaced since the airplane was manufactured in 1979, although in 1986, the engine was repaired which resulted in removal of the cylinders and replacement of components of the cylinders.Additionally, in 1987, the engine horsepower was increased from 195 to 210; no modifications to the engine powertrain were necessary. The engine was last inspected in accordance with a 100-Hour inspection on November 23, 2011, and during the inspection, differential compression testing of the cylinders was performed using 80 psi (standard). The entry in the engine logbook reflects that during testing of the No. 3 cylinder, it held 76 psi. The engine had accrued about 9 hours since the inspection at the time of the accident, and the airframe total time at the time of the accident was reported to be 1,358. The engine manufacturer recommends that the engine be overhauled every 1500 hours or every 12 years; the owner reported that the engine had not been overhauled since installation. Operating under 14 CFR Part 91, the owner was not required to adhere to the manufacturer's recommendation.

## Aircraft

- Registration: [N758JQ](https://openairdocs.org/deregistered/N758JQ-2013-02-04), registration cancelled 2013-02-04, S/N R1723136, built 1979 (OpenAirDocs)
- Reported make and model: CESSNA R172K
- Registry model: [Cessna R172K](https://openairdocs.org/model/cessna-r172k) (registry code 2072431) (OpenAirDocs)
- Registry engine: [Continental IO-360 series](https://openairdocs.org/engine/continental-io-360-series) (registry code 17025, reciprocating) (OpenAirDocs)
- Category: Airplane
- Serial number: R1723136
- Airframe hours: 1349
- Engines: CONT MOTOR IO-360-KB 210 horsepower reciprocating
- Damage: Substantial damage
- Flight: Personal, Part 91
- Operator: Pecha James C
- Registered owner: Pecha James C
- Airworthiness certificate: Standard, Normal; Standard, Utility
- Last inspection: Annual, November 23, 2011, 9 hours before
- Departed: K16, Rome, NY
- Destination: Binghampton, NY
- Airport: 4N7, Greene Airport, runway 07, 2,665 × 200 ft, grass/turf

## Flight crew

As NTSB recorded them. NTSB leaves out names.

- Pilot; age 55; injuries: none; private; airplane ratings: single-engine land; medical: class 3, with waivers/limitations; last flight review October 18, 2011; seat: left; flight hours: 710 total, 250 in this make and model, 651 as pilot in command, 6 in the last 90 days, 3 in the last 30 days, 1 in the last 24 hours

## Weather

- Conditions: Visual (VMC), Day
- Wind: 300° at 15 knots, gusting 20
- Visibility: 10 statute miles
- Lowest ceiling: none
- Temperature: 84 °F, dew point 46 °F
- Altimeter: 29.92 inHg
- Observed at: BGM, 10 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 20120701012349A](https://openairdocs.org/incident/20120701012349A), Jul 1, 2012: Cessna R172K, Greene, NY, Substantial damage. Flight originated from becks grove airport (K16) at approximately 1500 local time. Start up, runup, take off and climb to 4500 all normal. After approx. 15…

## Docket (12 files)

The files NTSB released with the investigation on October 30, 2013, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=84177. 12.1 MB in all.

- Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 720 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40372607&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Redacted.PDF
- Materials Laboratory 15 - Factual Report 13-066 (with 4 images) (item 2, .PDF, 525 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40398408&FileExtension=.PDF&FileName=Materials%20Laboratory%2015%20-%20Factual%20Report%2013-066%20(with%204%20images)-Master.PDF
- Weather Reports and Records (item 3, .PDF, 65 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40393599&FileExtension=.PDF&FileName=Weather%20Reports%20and%20Records-Master.PDF
- Engine Repair Maintenance Entry (item 4, .PDF, 151 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40402893&FileExtension=.PDF&FileName=Engine%20Repair%20Maintenance%20Entry-Redacted.PDF
- FAA 337 Form for Engine Horsepower Increase In Accordance With STC SE1436CE (item 5, .PDF, 268 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40402821&FileExtension=.PDF&FileName=FAA%20337%20Form%20for%20Engine%20Horsepower%20Increase%20In%20Accordance%20With%20STC%20SE1436CE-Redacted.PDF
- Excerpt from Engine Logbook Depicting Last Inspection. (item 6, .PDF, 138 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40393601&FileExtension=.PDF&FileName=Excerpt%20from%20Engine%20Logbook%20Depicting%20Last%20Inspection.-Redacted.PDF
- NTSB Record of Conversation with FAA Inspector-In-Charge (item 7, .PDF, 51 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40404622&FileExtension=.PDF&FileName=NTSB%20Record%20of%20Conversation%20with%20FAA%20Inspector-In-Charge-Redacted.PDF
- Release of Aircraft Wreckage, NTSB Form 6120.15 (item 8, .PDF, 183 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40402948&FileExtension=.PDF&FileName=Release%20of%20Aircraft%20Wreckage,%20NTSB%20Form%206120.15-Redacted.PDF
- Photo 1: Digital Photograph Provide by FAA. Right Side View Depicts the Airplane Following Recovery with the Upper Engine Cowling Removed. (item 9, .PDF, 2.8 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40402653&FileExtension=.PDF&FileName=Photo%201%3A%20Digital%20Photograph%20Provide%20by%20FAA.%20Right%20Side%20View%20Depicts%20the%20Airplane%20Following%20Recovery%20with%20the%20Upper%20Engine%20Cowling%20Removed.-Master.PDF
- Photo 2: Digital Photograph Provide by FAA. Left Side View Depicts the Airplane Following Recovery with the Upper Engine Cowling Removed. Note the Compression Wrinkle in the Lower Fuselage Skin Aft of the Firewall. (item 10, .PDF, 3.1 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40402640&FileExtension=.PDF&FileName=Photo%202%3A%20Digital%20Photograph%20Provide%20by%20FAA.%20Left%20Side%20View%20Depicts%20the%20Airplane%20Following%20Recovery%20with%20the%20Upper%20Engine%20Cowling%20Removed.%20Note%20the%20Compression%20Wrinkle%20in%20the%20Lower%20Fuselage%20Skin%20Aft%20of%20the%20Firewall.-Master.PDF
- Photo 3: Digital Photograph Provide by FAA. View Depicts the Comression Wrinkle in the Engine Firewall. (item 11, .PDF, 2.0 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40402654&FileExtension=.PDF&FileName=Photo%203%3A%20Digital%20Photograph%20Provide%20by%20FAA.%20View%20Depicts%20the%20Comression%20Wrinkle%20in%20the%20Engine%20Firewall.-Master.PDF
- Photo 4: Digital Photograph Provide by FAA. View Depicts the Separated Head of the No. 3 Cylinder. (item 12, .PDF, 2.2 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40402655&FileExtension=.PDF&FileName=Photo%204%3A%20Digital%20Photograph%20Provide%20by%20FAA.%20View%20Depicts%20the%20Separated%20%20Head%20of%20the%20No.%203%20Cylinder.-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.

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