ERA15LA301

The student pilot/owner stated that it had rained a lot the week before the accident but that he had sumped the airplane's fuel drains before the flight and found no water or debris. He subsequently began practicing touch-and-go landings. While the airplane was on an extended downwind, the engine stopped producing power. The pilot declared an emergency and attempted a forced landing to the runway. However, the airplane struck a tree and impacted terrain just short of the runway. During a postaccident examination of the engine, an excessive amount of water was found in both fuel tanks and the carburetor. A small amount of rust-colored debris was also noted in the water drained from the carburetor, and two 1/2-inch-thick pieces of rust buildup were noted along the wall of the carburetor bowl. Based on the amount of water found in the fuel system, it is likely that the engine had ingested water and that the student pilot's preflight inspection was inadequate because he failed to detect the water contamination, which resulted in a total loss of engine power.

On August 9, 2015, at 1100 eastern daylight time, N8370X, a Cessna 172C airplane, was substantially damaged when it made a forced landing after a total loss of engine power while in the traffic pattern at the Kissimmee Gateway Airport (ISM), Kissimmee, Florida. The student pilot/registered owner sustained serious injuries. Visual meteorological conditions prevailed and no flight plan was filed for the personal flight conducted under the provisions of 14 Code of Federal Regulations Part 91. The pilot stated that he was practicing touch and go landings on runway 33. While in the traffic pattern, a controller asked him to extend the downwind and he complied. Shortly after, the engine stopped producing power. The pilot declared an emergency and attempted a forced landing to the runway. The airplane struck a palm tree located on a golf course that was adjacent to the airport and impacted terrain just short of the runway. A review of photographs taken after the accident revealed the airplane sustained substantial damage to the right wing and firewall. The propeller and nose gear were also damaged. A postaccident examination of the engine and airplane was conducted by the Federal Aviation Administration (FAA). According to an FAA inspector, the engine was manually rotated and compression was produced to each cylinder and spark was produced to each ignition lead. The sparkplugs were in "clean condition" and exhibited a light gray or tan color. Internal inspection of the engine revealed the crankshaft, rods and camshaft were in "good condition." The carburetor was partially separated from the engine just below the throttle valve. The accelerator pump was actuated and about 1 oz of rust-colored water and fuel was removed and collected. The carburetor bowl was empty but there two, half-inch thick rust stains noted on each side of the drain plug. The carburetor inlet screen was absent of debris and the hose between the strainer and carburetor bowl was clear and absent of debris; however, a small quantity of water (about one-quarter ounce) was found in the hose. The glass gascolator exhibited condensation but was absent of any fuel or water. The tail of the airplane was held to the ground and about 4 oz of water was drained from the right wing fuel tank and about 5 oz of water was drained from the left wing fuel tank. The pilot said that it had rained a lot the week before the accident but he did not see any water when he sumped the fuel drains before the accident flight. The pilot held a student pilot certificate for airplane single-engine land and his last FAA third class medical was issued on August 20, 2013, without any restrictions. The pilot reported a total of 140 hours, of which, 125 hours were in a Cessna 172C airplane. Weather at the airport at the time of the accident was wind from 350 degrees at 5 knots, scattered clouds 2,400 feet and visibility 10 miles.