# NTSB ERA22LA309: Cessna 172, N9556H, Lancaster, OH, June 22, 2022 - Type: NTSB accident investigation - Classification: Accident · Minor injuries · Class 3 · Limited · Final report - Date: June 22, 2022, 13:48 local (17:48 UTC) - Place: Lancaster, OH · .36 nm and 094 degrees from approach end of runway 28. - Coordinates: 39.754722, -82.640556 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=39.7547&lon=-82.6406&mi=10 - Phase of flight: [Approach](https://openairdocs.org/ntsb-phases/500) (OpenAirDocs' grouping) - Defining event: [Approach-VFR pattern base: Fuel related](https://openairdocs.org/ntsb-events/190) - Highest injury: Minor injuries - Injuries: 1 minor - Status: Completed - Report: Approved by Office Director - Investigation class: Class 3 - NTSB office: Eastern Region Aviation - Parties: FAA/FSDO - SAIBs cited in the narratives: [SAIB CE-09-35](https://openairdocs.org/saib/CE-09-35) (OpenAirDocs) - NTSB case key (mKey): 105469 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=ERA22LA309 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/105469/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=105469 - Page: https://openairdocs.org/ntsb/ERA22LA309 ## Probable cause A partial loss of engine power due to the formation of carburetor ice. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Temp/humidity/pressure: conducive to carburetor icing](https://openairdocs.org/ntsb-findings/03031030): Environmental issues › Conditions/weather/phenomena · Contributed to outcome (probable cause); cases with it: [Cessna 172M, 5 cases](https://openairdocs.org/ntsb-findings/03031030/cases.md?model=2072418), [All aircraft, 435 cases](https://openairdocs.org/ntsb-findings/03031030/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 base: Fuel related](https://openairdocs.org/ntsb-events/190) (defining event); cases with it: [Cessna 172M, 5 cases](https://openairdocs.org/ntsb-events/190/sequence.md?model=2072418), [All aircraft, 361 cases](https://openairdocs.org/ntsb-events/190/sequence.md) - [Approach-VFR pattern base: Loss of engine power (total)](https://openairdocs.org/ntsb-events/341); cases with it: [Cessna 172M, 19 cases](https://openairdocs.org/ntsb-events/341/sequence.md?model=2072418), [All aircraft, 3,820 cases](https://openairdocs.org/ntsb-events/341/sequence.md) - [Maneuvering: Off-field or emergency landing](https://openairdocs.org/ntsb-events/440); cases with it: [Cessna 172M, 28 cases](https://openairdocs.org/ntsb-events/440/sequence.md?model=2072418), [All aircraft, 3,365 cases](https://openairdocs.org/ntsb-events/440/sequence.md) - [Landing-landing roll: Nose over/nose down](https://openairdocs.org/ntsb-events/096); cases with it: [Cessna 172M, 33 cases](https://openairdocs.org/ntsb-events/096/sequence.md?model=2072418), [All aircraft, 2,287 cases](https://openairdocs.org/ntsb-events/096/sequence.md) ## Analysis The pilot departed and remained in the airport traffic pattern. While on the downwind leg, he applied carburetor heat then reduced power to 2,000 rpm. Abeam the approach end of the runway, he reduced power further, then turned onto the base leg, where he recognized that the engine had lost power. After turning onto final approach and realizing that the airplane would not reach the runway, he performed an off-airport landing in a field, resulting in nose-over and substantial damage to the left wing, fuselage, and aft empennage. Postaccident examination of the engine revealed no evidence of preimpact failure or malfunction of the powertrain, ignition, air induction, exhaust, or carburetor heat systems. Although there was fuel contamination (particulates) found in the carburetor and airframe fuel strainer, and fibrous material inside the carburetor inlet screen, the amount and location of the contamination likely existed at the time of takeoff and the pilot did not report a loss of engine power until being at a reduced power setting on the base leg of the airport traffic pattern. Reported weather conditions were conducive to the formation of carburetor icing at glide and cruise power. Although the pilot reported that he applied carburetor heat before reducing engine power while on the downwind leg of the traffic pattern, it is likely that the ice accumulated to the degree that the carburetor heat was insufficient at the partial power setting to melt the ice that had accrued, resulting in a partial loss of engine power. ## Factual narrative On June 22, 2022, about 1348 eastern daylight time, a Cessna 172M, N9556H, was substantially damaged when it was involved in an accident near Lancaster, Ohio. The private pilot sustained minor injuries. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. The pilot stated that he performed a preflight inspection of the airplane and confirmed that the fuel tanks were full and absent of contamination, but he did not check the airframe fuel strainer. He reported no discrepancies during the engine run-up before takeoff. After takeoff, he turned onto the crosswind and then onto the downwind legs of the airport traffic pattern, flying on the downwind leg between 1,600 and 1,700 ft mean sea level (msl). While flying between 1,600 and 1,650 ft msl, he applied carburetor heat and then adjusted the engine rpm to 2,000. Abeam the approach end of runway 28, he reduced engine power to 1,700 rpm, extended the flaps to 10°, and heard radio calls from several other aircraft announcing they were transitioning the area. After turning onto the base leg of the airport traffic pattern, he noticed that his sight picture was “not right” and he could see the propeller blades rotating. He turned onto the final approach leg of the airport traffic pattern and, with the engine not developing power, he determined that the airplane would not reach the runway. He declared an emergency on the common traffic advisory frequency and noted a soybean field was located under the approach path. The airplane subsequently impacted about 2 ft below the top of a ditch and came to rest inverted. Examination of the airframe and engine was performed by a Federal Aviation Administration airworthiness inspector following recovery. Structural damage to the fuselage, left wing, and aft empennage was noted. Examination of the engine revealed crankshaft, camshaft, and valvetrain continuity. No evidence of preimpact failure or malfunction was noted of the air induction, ignition, or exhaust systems. No fuel contamination was noted in the right fuel tank, but because of the resting position of the airplane, no fuel was remaining in the left fuel tank. Both fuel tank caps were vented, and there was no issue with the airframe fuel vent system. The standpipe of the airframe fuel strainer was noted to have some of the black coating separated, exposing the base material, which was corroded. Black particles were noted in the fuel drained from the airframe fuel strainer and also the carburetor bowl. Additionally, the carburetor fuel inlet screen was blocked on the end opposite of the inlet by “fibrous material.” Examination of each wing fuel tank strainer revealed very slight amount of “fibrous material.” The carburetor heat control operated satisfactorily. Damage to the propeller precluded operational testing of the engine. Review of the maintenance records revealed the airplane’s last 100-hour inspection was performed on May 26, 2022. The airplane had accruedabout 44 hours at the time of the accident since the inspection. An aviation weather surface observation report taken at the accident airport about 5 minutes after the accident reported the temperature and dew point to be 93°F and 73° F, respectively. According to FAA Special Airworthiness Information Bulletin (SAIB) CE-09-35 – Carburetor Icing Prevention, those environmental conditions were favorable for icing at glide and cruise power settings. ## Aircraft - Registration: [N9556H](https://openairdocs.org/deregistered/N9556H-2023-03-02), registration cancelled 2023-03-02, S/N 17266227, built 1976 (OpenAirDocs) - Reported make and model: CESSNA 172 (M) - Registry model: [Cessna 172M](https://openairdocs.org/model/cessna-172m) (registry code 2072418) (OpenAirDocs) - Registry engine: [Lycoming 0-320 series](https://openairdocs.org/engine/lycoming-0-320-series) (registry code 41508, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 17266227 - Year built: 1976 - Airframe hours: 7252 - Engines: Lycoming O-320-E2D 150 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Operator: Sundowner Aviation - Registered owner: Fairfield Aviation LLC - Airworthiness certificate: Standard, Utility; Standard, Normal - Last inspection: 100 hour, May 26, 2022, 44 hours before - Airport: LHQ, Fairfield County Airport - Equipment: ADS-B, Stall warning system ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 70; injuries: minor; private; airplane ratings: single-engine land; instrument ratings: airplane; medical: basicmed, without waivers/limitations; last flight review April 7, 2022; seat: left; restraint: 3-point; flight hours: 540 total, 428 in this make and model, 354 as pilot in command ## Weather - Conditions: Visual (VMC), Day - Wind: 280° at 7 knots, gusting 15 - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 93 °F, dew point 73 °F - Altimeter: 29.97 inHg - Observed at: KLHQ, 0.82 nm away - METAR: KLHQ 221753Z AUTO 28007G15KT 10SM FEW047 34/23 A2997 RMK AO2 SLP138 T03440228 10350 20256 58013 ## 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 20220622010959A](https://openairdocs.org/incident/20220622010959A), Jun 22, 2022: Cessna 172M, Lancaster, OH, Substantial damage. Pilot arrived at the airport for the airplane's first flight of the day, early afternoon. Airplane had just come out of maintenance from a 50 hour oil change.… ## Docket (9 files) The files NTSB released with the investigation on November 15, 2023, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=105469. 17.5 MB in all. - Pilot/operator aircraft accident report, NTSB form 6120.1 (item 1, PDF, 11 pages, 11.5 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=14901293&FileExtension=pdf&FileName=6120%20Recd%208%201%202022_Redacted-Rel.pdf - Record of NTSB conversation (item 2, PDF, 5 pages, 161 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=14901983&FileExtension=pdf&FileName=FINAL%20Record%20of%20Convo%20w%20Elbridge%20Brewer%207%2015%202022%20v03_Redacted-Rel.pdf - Statements from pilot's who had previously flown the accident airplane (item 3, PDF, 2 pages, 177 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=14909825&FileExtension=pdf&FileName=Statements%20Fm%20Pilots%20Who%20Previously%20Flew%20the%20Airplane_Redacted-Rel.pdf - Excerpt from engine logbook (item 4, PDF, 1 page, 1.2 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=14910761&FileExtension=pdf&FileName=Excerpt%20Fm%20Engine%20Logbook_Redacted-Rel.pdf - Weather reports and records (item 5, PDF, 1 page, 89 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=14910002&FileExtension=pdf&FileName=Weather%20Reports%20and%20Records-Rel.pdf - Excerpt from FAA special airworthiness information bulletin (SAIB) CE-09-35 (item 6, PDF, 1 page, 560 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=14910542&FileExtension=pdf&FileName=Excerpt%20Fm%20SAIB-Rel.pdf - Investigative photographs (item 7, PDF, 14 pages, 14 photos, 3.6 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=14937141&FileExtension=pdf&FileName=Investigative%20Photographs-Rel.pdf - FAA inspector statement (item 8, PDF, 4 pages, 182 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=14908898&FileExtension=pdf&FileName=FAA%20Inspector%20Statement-Rel.pdf - Release of aircraft wreckage, NTSB form 6120.15 (item 9, PDF, 1 page, 73 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=14922203&FileExtension=pdf&FileName=Fully%20Exctd%20Wrckge%20Release%20Form_Redacted-Rel.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.