# NTSB ERA14LA008: Cessna 172 - F, N8715U, Gainesville, FL, October 5, 2013 - Type: NTSB accident investigation - Classification: Accident · Minor injuries · Limited investigation · Final report - Date: October 5, 2013, 16:00 local (20:00 UTC) - Place: Gainesville, FL - Coordinates: 29.646389, -82.354164 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=29.6464&lon=-82.3542&mi=10 - Phase of flight: [Maneuvering](https://openairdocs.org/ntsb-phases/450) (OpenAirDocs' grouping) - Defining event: [Maneuvering-low-alt flying: Loss of engine power (total)](https://openairdocs.org/ntsb-events/341) - Highest injury: Minor injuries - Injuries: 2 minor - Status: Completed, report March 26, 2015 - Report: Approved by Office Director - NTSB office: Eastern Region Aviation - Parties: FSDO/FAA - NTSB case key (mKey): 88248 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=ERA14LA008 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/88248/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=88248 - Page: https://openairdocs.org/ntsb/ERA14LA008 ## Probable cause A total loss of engine power for reasons that could not be determined because a postaccident engine examination and test run revealed no anomalies. ## 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 172F, 5 cases](https://openairdocs.org/ntsb-findings/05000000/cases.md?model=2072414), [All aircraft, 2,247 cases](https://openairdocs.org/ntsb-findings/05000000/cases.md) - [Object/animal/substance: ground vehicle](https://openairdocs.org/ntsb-findings/03022025): Environmental issues › Physical environment · Contributed to outcome; cases with it: [Cessna 172F, 1 case](https://openairdocs.org/ntsb-findings/03022025/cases.md?model=2072414), [All aircraft, 132 cases](https://openairdocs.org/ntsb-findings/03022025/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Maneuvering-low-alt flying: Loss of engine power (total)](https://openairdocs.org/ntsb-events/341) (defining event); cases with it: [Cessna 172F, 10 cases](https://openairdocs.org/ntsb-events/341/sequence.md?model=2072414), [All aircraft, 3,820 cases](https://openairdocs.org/ntsb-events/341/sequence.md) - [Emergency descent: Off-field or emergency landing](https://openairdocs.org/ntsb-events/440); cases with it: [Cessna 172F, 9 cases](https://openairdocs.org/ntsb-events/440/sequence.md?model=2072414), [All aircraft, 3,365 cases](https://openairdocs.org/ntsb-events/440/sequence.md) - [Emergency descent: Collision with terr/obj (non-CFIT) ](https://openairdocs.org/ntsb-events/470); cases with it: [Cessna 172F, 22 cases](https://openairdocs.org/ntsb-events/470/sequence.md?model=2072414), [All aircraft, 10,189 cases](https://openairdocs.org/ntsb-events/470/sequence.md) ## Analysis The pilot reported that, about 20 minutes into the banner tow flight, he noticed that the airplane had descended about 100 ft from its established altitude. He responded by increasing engine power and enriching the mixture while observing that the oil temperature gauge was indicating "hotter than normal." The airplane continued to descend, the oil temperature continued to rise into the red arc, and the engine subsequently experienced a total loss of power. The pilot released the banner and then unsuccessfully attempted to restart the engine. He then conducted a forced landing to a nearby field. The airplane impacted a parked vehicle, which resulted in substantial damage to the fuselage and both wings. Postaccident engine examinations revealed no mechanical malfunctions or failures, and a test run was conducted using the fuel onboard at the time of the accident with no anomalies observed. ## Factual narrative On October 5, 2013, about 1600 eastern daylight time, a Cessna 172F, N8715U, was substantially damaged during a forced landing following a total loss of engine power near Gainesville, Florida. The commercial pilot and pilot-rated passenger sustained minor injuries. The local banner tow flight departed Gainesville Regional Airport (GNV) about 1540. Visual meteorological conditions prevailed, and no flight plan was filed for the flight, which was conducted under the provisions of Title 14 Code of Federal Regulations Part 91. The pilot stated that a preflight inspection of the airplane revealed no anomalies, and he subsequently departed on the flight and performed the banner pick-up. He proceeded toward the stadium around which he was to tow the banner, leveled the airplane at 1,200 feet above ground level (AGL), reduced engine power to 2,250 rpm, and leaned the mixture. He then extended the wing flaps to 10 degrees, and slowed the airplane to 50 mph. About 20 minutes into the flight, the pilot noticed that the airplane had descended about 100 feet, and he responded by increasing engine power and enriching the mixture, while observing that the oil temperature gauge indicated "hotter than normal." The airplane continued to descend and the oil temperature continued to rise into the red arc, and the engine subsequently experienced a total loss of power. The pilot released the banner, attempted to restart the engine to no avail, and then conducted a forced landing to a nearby field. He stated that due to "excessive airspeed" upon touchdown, the airplane bounced and impacted a parked truck, resulting in substantial damage to the fuselage and both wings. The pilot held a commercial pilot certificate with ratings for airplane single- and multi-engine land, as well as an instrument rating; and flight instructor certificate with ratings for airplane single- and multi-engine, and instrument airplane. His most recent first-class Federal Aviation Administration (FAA) medical certificate was issued in September 2013. Following the accident, he reported 2,513 total hours of flight experience, of which 1,402 hours were in the accident airplane make and model. The airplane was manufactured in 1965, and was equipped with a Lycoming O-360-A1A, 200 hp, reciprocating engine. Its most recent annual inspection was completed July 24, 2013. At the time of the accident, the airplane had accumulated 4,989 total hours of operation. According to the operator, the airplane was being operated on automotive fuel. Review of the airplane's airworthiness records showed that no supplemental type certificate had been issued authorizing the use of automotive fuels. Following the accident, the airplane was removed from the site and subsequently examined by an FAA inspector. The engine exhibited little impact damage. The carburetor remained attached; however, the carburetor heat cable was disconnected and hanging free from the firewall. The magnetos remained attached and undamaged. Theengine contained 7 quarts of oil. The oil filter was removed and opened, with no anomalies observed. The spark plugs were removed and appeared "blackish" in color. The electric fuel pump and starter were replaced, and the engine was secured for a test run. Utilizing the fuel onboard at the time of the accident, the engine started and ran for several minutes with no anomalies observed. A fuel sample was taken from the carburetor prior to the test run, and sent for analysis at an aviation fuel testing laboratory. According to the laboratory, a Karl Fisher water test revealed "high" water content, and a microbial test was negative for bacteria and fungus. The quantity of the sample provided was insufficient to conduct distillation and flash point tests; therefore it could not be determined if the sample contained ethanol. The 1553 recorded weather at GNV, 5 miles southwest of the accident site included wind from 090 degrees at 6 knots, 10 miles visibility, sky clear, temperature 31 degrees C, dew point 19 degrees C, and a barometric altimeter setting of 30.00 inches of mercury. Review of an FAA carburetor icing probability chart revealed the potential for serious icing at glide power given the atmospheric conditions present about the time of the accident. ## Aircraft - Registration: [N8715U](https://openairdocs.org/deregistered/N8715U-2018-01-10), registration cancelled 2018-01-10, S/N 17252619, built 1965 (OpenAirDocs) - Reported make and model: CESSNA 172 - F (F) - Registry model: [Cessna 172F](https://openairdocs.org/model/cessna-172f) (registry code 2072414) (OpenAirDocs) - Registry engine: [Continental 0-300 series](https://openairdocs.org/engine/continental-0-300-series) (registry code 17022, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 17252619 - Year built: 1965 - Airframe hours: 4989 - Engines: Lycoming O-360 145 horsepower reciprocating - Damage: Substantial damage - Flight: Banner tow, Part 91 - Airworthiness certificate: Standard, Utility; Standard, Normal - Last inspection: Annual, July 24, 2013 - Departed: GNV, Gainesville, FL - Destination: GNV, Gainesville, FL - Equipment: Stall warning system ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 28; injuries: minor; flight instructor, commercial; airplane ratings: single-engine land, multi-engine land; instrument ratings: airplane; medical: class 1, with waivers/limitations; last flight review October 22, 2011; seat: left; restraint: none; flight hours: 2,513 total, 1,402 in this make and model, 2,282 as pilot in command, 89 in the last 90 days, 48 in the last 30 days, 1 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: 90° at 6 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 88 °F, dew point 66 °F - Altimeter: 30.00 inHg - Observed at: GNV, 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 20131005023539A](https://openairdocs.org/incident/20131005023539A), Oct 5, 2013: Cessna 172F, Gainesville, FL, Destroyed. A banner towing aircraft (N8715U) crashed after the engine quit while trailing another banner towing aircraft. The pilot stated the oil temperature went to red… ## Docket (12 files) The files NTSB released with the investigation on March 3, 2015, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=88248. 2.9 MB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 1.4 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40404007&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Redacted.PDF - FAA Inspector's engine examination/run notes (item 2, .PDF, 25 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40408262&FileExtension=.PDF&FileName=FAA%20Inspector%27s%20engine%20examination%2Frun%20notes-Redacted.PDF - Email from airplane owner (item 3, .PDF, 42 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40406688&FileExtension=.PDF&FileName=Email%20from%20airplane%20owner-Redacted.PDF - Email regarding AVCON conversion (item 4, .PDF, 50 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40408263&FileExtension=.PDF&FileName=Email%20regarding%20AVCON%20conversion-Redacted.PDF - Petersen Aviation Auto Fuel STC (item 5, .PDF, 161 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40407490&FileExtension=.PDF&FileName=Petersen%20Aviation%20Auto%20Fuel%20STC-Master.PDF - Laboratory Report of Analysis (Gasoline) (item 6, .PDF, 83 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40407556&FileExtension=.PDF&FileName=Laboratory%20Report%20of%20Analysis%20(Gasoline)-Master.PDF - Photograph #1: View of landing path of airplane (Courtesy of FAA) (item 7, .PDF, 282 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40402264&FileExtension=.PDF&FileName=Photograph%20%231%3A%20View%20of%20landing%20path%20of%20airplane%20(Courtesy%20of%20FAA)-Master.PDF - Photograph #2: Postside view of wreckage (Courtesy of FAA) (item 8, .PDF, 141 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40408202&FileExtension=.PDF&FileName=Photograph%20%232%3A%20Postside%20view%20of%20wreckage%20(Courtesy%20of%20FAA)-Master.PDF - Photo 3 – Airplane as it came to rest (Courtesy of FAA (item 9, .PDF, 141 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40423129&FileExtension=.PDF&FileName=Photo%203%20%E2%80%93%20Airplane%20as%20it%20came%20to%20rest%20(Courtesy%20of%20FAA-Master.PDF - Memorandum for Record – GNV METARs (item 10, .PDF, 113 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40423124&FileExtension=.PDF&FileName=Memorandum%20for%20Record%20%E2%80%93%20GNV%20METARs-Master.PDF - Fuel Test Results (item 11, .PDF, 228 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40423127&FileExtension=.PDF&FileName=Fuel%20Test%20Results%20-Redacted.PDF - Carburetor Icing Probability Chart (item 12, .PDF, 227 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40423128&FileExtension=.PDF&FileName=Carburetor%20Icing%20Probability%20Chart%20-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.