ERA14LA142

The pilot reported that, during the climb after takeoff in instrument meteorological conditions, he noted that the engine was losing oil pressure rapidly. He immediately made a 180-degree turn to return to the departure airport. While inbound on the instrument landing system (ILS) approach, he realized that the airplane was too high, so he executed a 360-degree descending turn. He then again proceeded inbound on the ILS approach. He continued the descent but, because the airplane had not captured the glideslope, he executed a missed approach. He then circled the airplane around and re-established the airplane on the localizer. Subsequently, the engine lost all power, and the airplane began descending. The pilot subsequently landed the airplane on a road just north of the airport. During the landing, the right wing impacted a highway sign, which resulted in substantial damage to the right wing. The airplane then veered right and entered a cornfield. Examination of the wreckage revealed the presence of oil on the back of the engine, firewall, and belly. The engine was started with the engine cowling removed, and oil was observed to appear on the back of the accessory pad near the lower vacuum pump. Further examination of the area revealed that the accessory drive adapter gasket was the source of the leak. Review of the airplane's maintenance records revealed that, on the day before the accident, the lower vacuum pump had been removed and that a new vacuum pump, shaft seal, and accessory drive adapter gasket had been installed. Examination revealed that the proper gasket was installed; however, it was distorted and showed signs of excessive compression and "squeezeout," which indicated that the nuts had been overtorqued during installation.

According to FAA and maintenance records the airplane was manufactured in 1997. The airplanes most recent annual inspection was completed on November 22, 2013. At the time of the inspection, the airplane had accrued 4036.1 total hours of operation. METEOROLOGICAL INFORMATION The recorded weather at MKL, included: wind 110 at 3 knots, 1/2 mile visibility in fog, variable visibility of 200 feet, temperature 0 degrees C, dew point -1 degrees C, and an altimeter setting of 30.21 inches of mercury. According to the Airport Facility Directory, MKL was a publicly-owned, tower controlled airport. It had two runways oriented in a 02/20 and 11/29 configuration. Runway 2 was asphalt, grooved, in fair condition, and was equipped with high intensity runway lights and precision runway markings in fair condition. A 4-light Precision Approach Slope Indicator located on the left side of the runway provided a 3.00 degree glide path. The total length of the runway was 6,006 feet, and its width was 150 feet and was equipped with a 1,400 foot medium intensity approach lighting system with runway alignment indicator lights. No obstructions were present and it was equipped with an Instrument Landing System. On March 5, 2014, about 1056 central standard time, a Cessna 172R, N9417Z, was substantially damaged during a forced landing after a loss of engine power during an instrument landing system (ILS) approach at McKellar Sipes Regional Airport (MKL), Jackson, Tennessee. The private pilot and his passenger were not injured. Instrument meteorological conditions prevailed, and an IFR flight plan had been filed for the flight destined for Augusta Regional Airport (AGS), Augusta, Georgia, conducted under Title14 Code of Federal Regulations Part 91. According to the pilot, during the climb from MKL as he was at 6,500 feet above mean sea level (msl) he noted that he was losing oil pressure rapidly. He immediately did a 180 degree turn and headed on a direct course back to MKL. A few miles from the airport, he asked for radar vectors for the "ILS RWY 2," and was vectored for the approach by air traffic control. Inbound on the ILS, he realized that he was too high, and executed a 360 degree descending turn to lose altitude. He then proceeded inbound on the ILS once again. At approximately 2,100 feet msl, the glideslope was "hopping from the top peg to the bottom peg rapidly" and he never was able to get a "solid indication from the glideslope." He continued to descend and when he was at approximately 1,500 feet msl, and still had not captured the glideslope, he executed a missed approach. The pilot then climbed to 2,000 feet msl. There was now "zero oil pressure" and the engine would only produce partial power. He then circled around again and re-established himself on the localizer. He still had no glideslope indication and the glideslope needle was still "hopping from top to bottom." At this time the engine had lost all power and the airplane began descending. He was on thelocalizer and he knew he was lined up with the runway. At approximately 400 feet above the runway he still could not see the runway and the airplane was still descending with no engine power. The airplane continued to travel to the north of the airport and when the airplane was about 150 feet above ground level, the pilot saw a field and then a road. He then made a "sharp" left turn, lined up with the road and touched down. During the rollout, the right wing made contact with a highway sign, veered to the right and entered a cornfield. According to Federal Aviation Administration (FAA) and pilot records, the pilot held a private pilot certificate with ratings for airplane single-engine land, and instrument airplane. His most recent application for a FAA second-class medical certificate was dated August 20, 2009. The pilot reported that he had accrued approximately 275 total hours of flight experience, of which 215 hours were in the accident airplane make and model. During the examination of the wreckage, it was revealed that the engine was still operable. The engine was started with the engine cowling removed and oil was observed to appear on the back of the accessory pad in the area of the lower vacuum pump. Further examination of the area revealed that the accessory drive adapter gasket was the source of the leak. Review of maintenance records revealed that on March 4, 2014 (the day before the accident), at 4083.1 total hours of operation, the lower vacuum pump had been removed and a new vacuum pump had been installed along with a new shaft seal and accessory drive adapter gasket. Review of invoice information and FAA Form 8130.3 Airworthiness Approval Tags indicated that the accessory drive adaptor gasket was part number 68315. Examination of the gasket installed revealed that it was the proper gasket, however, it was discovered that it was distorted and showed signs of excessive compression and squeeze out. Examination of the accident site revealed that the road the pilot landed on was US Highway 70 and that after striking the highway sign it came to rest in a cornfield facing approximately 90 degrees from its direction of travel. Examination of the wreckage by a Federal Aviation Administration inspector revealed that during the impact with the highway sign, and then the ground, the right wing incurred substantially damaged. Several large dents were visible, the lift strut was broken, the attach fittings and spar were damaged, and the wing tip was damaged. Further examination revealed the presence of oil on the back of the engine, firewall, and belly.