# NTSB ERA13LA291: Cessna 172S, N426SJ, Clearwater, FL, June 19, 2013 - Type: NTSB accident investigation - Classification: Accident · No injuries · Limited investigation · Final report - Date: June 19, 2013, 10:00 local (14:00 UTC) - Place: Clearwater, FL - Coordinates: 27.901388, -82.667778 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=27.9014&lon=-82.6678&mi=10 - Phase of flight: [Approach](https://openairdocs.org/ntsb-phases/500) (OpenAirDocs' grouping) - Defining event: [Approach-VFR pattern final: Loss of engine power (total)](https://openairdocs.org/ntsb-events/341) - Highest injury: No injuries - Injuries: 1 uninjured - Status: Completed, report February 10, 2014 - Report: Approved by Office Director - NTSB office: Eastern Region Aviation - Parties: FAA/FSDO - NTSB case key (mKey): 87237 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=ERA13LA291 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/87237/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=87237 - Page: https://openairdocs.org/ntsb/ERA13LA291 ## Probable cause A total loss of engine power for reasons that could not be determined because neither postaccident visual examinations nor test runs of the engine revealed any anomalies that would have precluded normal operation. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Not determined](https://openairdocs.org/ntsb-findings/05000000): Not determined › Not determined · Unknown/Not determined (probable cause); cases with it: [Cessna 172S, 25 cases](https://openairdocs.org/ntsb-findings/05000000/cases.md?model=2072439), [All aircraft, 2,247 cases](https://openairdocs.org/ntsb-findings/05000000/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Approach-VFR pattern final: Loss of engine power (total)](https://openairdocs.org/ntsb-events/341) (defining event); cases with it: [Cessna 172S, 19 cases](https://openairdocs.org/ntsb-events/341/sequence.md?model=2072439), [All aircraft, 3,820 cases](https://openairdocs.org/ntsb-events/341/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 The pilot was practicing touch-and-go takeoff and landings. While on the final leg of the traffic pattern for a second landing, the pilot realized that the airspeed was slow and added engine power. The engine did not respond, and, it subsequently experienced a total loss of power. After attempting to restart the engine, the pilot configured the airplane for its best glide speed and chose to land in the grass short of the runway. The airplane touched down in the grass and traveled over the airport perimeter road before coming to rest. Fuel samples obtained from the airplane immediately following the accident revealed no evidence of contamination. Neither postaccident visual examinations nor test runs of the engine revealed any anomalies that would have precluded normal operation. ## Factual narrative On June 19, 2013, approximately 1000 eastern daylight time, a Cessna 172S, N426SJ, was substantially damaged during a forced landing at St. Petersburg-Clearwater International Airport (PIE), Clearwater, Florida. The private pilot was not injured. Visual meteorological conditions prevailed, and no flight plan was filed for the local instructional flight, which was conducted under the provisions of Title 14 Code of Federal Regulations Part 91.The pilot stated that the purpose of the flight was to practice maneuvers in preparation for his commercial pilot practical examination. After completing the maneuvers, he returned to PIE to practice touch-and-go takeoffs and landings. On the final leg of the traffic pattern for the second landing on runway 22, with the wing flaps fully extended and engine power at idle, the pilot realized the airplane's airspeed was low and added engine power to compensate. The engine did not respond, and shortly after, experienced a total loss of power. After attempting to restart the engine, the pilot configured the airplane for its best glide speed. The airplane touched down in the grass short of the runway and traveled over the airport perimeter access road before coming to rest. Postaccident examination of the airplane revealed substantial damage to the engine firewall, fuselage, empennage, and rudder. The pilot held a private pilot certificate with ratings for airplane single-engine land and instrument airplane. He reported a total flight time of 183 hours, all of which were in the accident airplane make and model. His most recent Federal Aviation Administration (FAA) second-class medical certificate was issued in October 2012. The airplane was manufactured in 2000, and was equipped with a Lycoming IO-360L2A, 180-hp, fuel-injected reciprocating engine. According to maintenance records, the airplane's most recent 100-hour inspection was completed on March 20, 2013. At the time of the accident, the engine had accumulated a total time of 1,940 hours, with 39 hours since the most recent inspection. The 0953 weather observation at PIE included variable wind at 5 knots, few clouds at 2,400 feet, scattered clouds at 3,400 feet, temperature 30 degrees C, dew point 23 degrees C, and an altimeter setting of 30.03 inches of mercury. An FAA inspector responded to the accident site immediately following the accident and obtained a fuel sample, which revealed no evidence of contamination. The airplane was then moved to a hangar for further examination. The engine cowling was removed, and the engine was visually inspected. The engine was subsequently started and operated through all power settings, and a magneto check was performed with no anomalies noted. A second test run of the engine also revealed no abnormalities. Examination of the fuel lines from the filter to the fuel pump, as well as the fuel distributor, revealed no debris. ## Aircraft - Registration: [N426SJ](https://openairdocs.org/deregistered/N426SJ-2013-09-19), registration cancelled 2013-09-19, S/N 172S8426, built 2000 (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 SER A&C](https://openairdocs.org/engine/lycoming-i0360-ser-a-c) (registry code 41511, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 172S8426 - Airframe hours: 5450 - Engines: LYCOMING IO360 SER A&C 180 horsepower reciprocating - Damage: Substantial damage - Flight: Instructional, Part 91 - Operator: Cams Flight Inc - Registered owner: Cams Flight Inc - Airworthiness certificate: Standard, Normal - Last inspection: 100 hour, March 20, 2013 - Departed: PIE, Clearwater, FL - Destination: PIE, Clearwater, FL - Airport: PIE, St Petersburg-Clearwater Intl, runway 22, 5,903 × 150 ft, asphalt ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 20; injuries: none; private; airplane ratings: single-engine land; instrument ratings: airplane; medical: class 2, without waivers/limitations; last flight review May 21, 2013; seat: left; flight hours: 183 total, 183 in this make and model, 105 as pilot in command, 89 in the last 90 days, 57 in the last 30 days, 3 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 86 °F, dew point 73 °F - Altimeter: 30.03 inHg - Observed at: KPIE, 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 20130619010319A](https://openairdocs.org/incident/20130619010319A), Jun 19, 2013: Cessna 172S, St. Petersburg, FL, Substantial damage. Pilot stalled at 300 ft. he added power, but engine did not respond. He planned to do a short field landing and take off. He had been out over the gulf doing… ## Docket (4 files) The files NTSB released with the investigation on October 31, 2013, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=87237. 3.1 MB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 2.8 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40400455&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Redacted.PDF - Memorandum for Record - FAA Inspector (item 2, .PDF, 88 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40400559&FileExtension=.PDF&FileName=Memorandum%20for%20Record%20-%20FAA%20Inspector-Master.PDF - Photo 1 - Wrinkling of fuselage skin (Courtesy of FAA) (item 3, .PDF, 84 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40400404&FileExtension=.PDF&FileName=Photo%201%20-%20Wrinkling%20of%20fuselage%20skin%20(Courtesy%20of%20FAA)-Master.PDF - Photo 2 - Damage to empennage and vertical stabilizer (Courtesy of FAA) (item 4, .PDF, 80 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40400406&FileExtension=.PDF&FileName=Photo%202%20-%20Damage%20to%20empennage%20and%20vertical%20stabilizer%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.