# NTSB ERA22LA411: Cessna 172, N9619H, Clearfield, PA, September 3, 2022

- Type: NTSB accident investigation
- Classification: Accident · No injuries · Class 3 · Limited · Final report
- Date: September 3, 2022, 16:35 local (20:35 UTC)
- Place: Clearfield, PA
- Coordinates: 41.049134, -78.415158 (estimated)
- Nearby events: https://openairdocs.org/map.md?lat=41.0491&lon=-78.4152&mi=10
- Phase of flight: [Initial climb](https://openairdocs.org/ntsb-phases/350) (OpenAirDocs' grouping)
- Defining event: [Initial climb: Loss of engine power (partial)](https://openairdocs.org/ntsb-events/342)
- Highest injury: No injuries
- Injuries: 2 uninjured
- Status: Completed
- Report: Approved by Office Director
- Investigation class: Class 3
- NTSB office: Eastern Region Aviation
- Parties: Lycoming Engines, FAA/FSDO
- NTSB case key (mKey): 105921
- NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=ERA22LA411
- NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/105921/pdf
- NTSB docket: https://data.ntsb.gov/Docket?ProjectID=105921
- Page: https://openairdocs.org/ntsb/ERA22LA411

## Probable cause

A sudden partial loss of engine power for undetermined reasons, which resulted in an off-airport landing.

## Findings

NTSB's coded findings; those marked are part of the probable cause.

- [Engine (reciprocating): recip engine power section](https://openairdocs.org/ntsb-findings/01058520): Aircraft › Aircraft power plant · Fatigue/wear/corrosion; cases with it: [Cessna 172M, 1 case](https://openairdocs.org/ntsb-findings/01058520/cases.md?model=2072418), [All aircraft, 233 cases](https://openairdocs.org/ntsb-findings/01058520/cases.md)
- [Power plant](https://openairdocs.org/ntsb-findings/01057100): Aircraft › Aircraft power plant · Unknown/Not determined (probable cause); cases with it: [Cessna 172M, 1 case](https://openairdocs.org/ntsb-findings/01057100/cases.md?model=2072418), [All aircraft, 198 cases](https://openairdocs.org/ntsb-findings/01057100/cases.md)

## Sequence of events

The events NTSB coded, in order, by phase of flight. The defining event best describes what happened.

- [Initial climb: Loss of engine power (partial)](https://openairdocs.org/ntsb-events/342) (defining event); cases with it: [Cessna 172M, 16 cases](https://openairdocs.org/ntsb-events/342/sequence.md?model=2072418), [All aircraft, 1,858 cases](https://openairdocs.org/ntsb-events/342/sequence.md)
- [Emergency descent: 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: Collision with terr/obj (non-CFIT) ](https://openairdocs.org/ntsb-events/470); cases with it: [Cessna 172M, 100 cases](https://openairdocs.org/ntsb-events/470/sequence.md?model=2072418), [All aircraft, 10,189 cases](https://openairdocs.org/ntsb-events/470/sequence.md)

## Analysis

During initial climb, about 300 ft above ground level, the airplane’s engine began shaking and lost partial power. The pilot lowered the nose and saw that the airplane was still over the runway but too close to the end to land on the remaining runway. He made a “hard” left turn in an attempt to land on the runway in the opposite direction. He also turned the fuel selector to off in preparation for an off-airport impact. The engine subsequently lost all power (due to the fuel being turned off), and the airplane impacted a field, coming to rest upright in a wooded area at the edge of the field. A postaccident compression check performed when the engine was cold revealed no compression on the No. 1 cylinder and low compression on the No. 3 cylinder; however, the engine was subsequently started and run at idle power, with no anomalies noted. After shutdown, removal of the Nos. 1 and 3 cylinders revealed scoring on the No. 1 piston skirt and cylinder wall. The scoring was consistent with material entering the cylinder as a result of tappet to camshaft wearing, which also would have affected the intake and exhaust valves opening and closing properly. While this condition may have reduced the engine’s ability to produce full takeoff power; it would not have resulted in the sudden loss of engine performance described by the pilot. Given the engine’s subsequent normal operation postaccident, the reason for the partial loss of engine power could not be determined.

## Factual narrative

On September 3, 2022, about 1635 eastern daylight time, a Cessna 172M, N9619H, was substantially damaged when it was involved in an accident near Clearfield, Pennsylvania. The private pilot and passenger were not injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. In a written statement provided to the National Transportation Safety Board, the pilot reported that the airplane had 42 gallons of fuel onboard. He completed a preflight inspection, and the engine run-up was normal. During initial climb, about 300 ft above ground level, the engine began shaking and lost all power. The pilot lowered the nose and saw that the airplane was still over the runway but too close to the end to land on the remaining runway. He then made a “hard” left turn in an attempt to land on the runway in the opposite direction; however, the airplane impacted a field. According to a Federal Aviation Administration (FAA) inspector, the pilot reported that the engine lost partial power, and during the 180° left turn back to the airport, he moved the fuel selector to off in preparation for an off-airport impact. The engine subsequently lost all power, and the airplane impacted a field, coming to rest upright in a wooded area at the edge of the field. The inspector examined the wreckage and observed substantial damage to both wings and the fuselage. After the wreckage was recovered, the FAA inspector further examined the engine and noted no compression on the No. 1 cylinder and 24/80 psi compression on the No. 3 cylinder; however, the compression test was done when the engine was cold. The inspector further stated that he was able to start the engine and run it at idle power, but he did not attempt to increase engine power due to a bent propeller. He subsequently removed the Nos. 1 and 3 cylinders and noted scoring on the No. 1 piston skirt and cylinder wall. The inspector and a representative from the engine manufacturer (who viewed the FAA inspector’s photographs) stated that the scoring was consistent with tappet to camshaft wearing. Review of maintenance records revealed that the most recent annual inspection was completed on August 4, 2022. At that time, the engine had accumulated 1,718 hours since its most recent major overhaul, which was performed in December 2009.

## Aircraft

- Registration: [N9619H](https://openairdocs.org/deregistered/N9619H-2024-01-27), registration cancelled 2024-01-27, S/N 17266269, built 1975 (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: 17266269
- Year built: 1975
- Airframe hours: 18338
- Engines: Lycoming O-320-E2D 150 hp reciprocating
- Damage: Substantial damage
- Flight: Personal, Part 91
- Airworthiness certificate: Standard, Normal
- Last inspection: Annual, August 4, 2022, 10 hours before
- Destination: HNZ, Henderson, NC
- Airport: FIG, Clearfield-Lawrence Airport, runway 30, 4,499 × 75 ft, asphalt
- Equipment: Stall warning system, ADS-B

## Flight crew

As NTSB recorded them. NTSB leaves out names.

- Pilot; age 56; injuries: none; private; airplane ratings: single-engine land; medical: class 3, without waivers/limitations; last flight review March 6, 2022; seat: left; restraint: 3-point; flight hours: 604 total, 91 in this make and model

## Weather

- Conditions: Visual (VMC), Day
- Wind: variable at 3 knots
- Visibility: 10 statute miles
- Lowest ceiling: none
- Temperature: 77 °F, dew point 61 °F
- Altimeter: 30.22 inHg
- Observed at: FIG
- METAR: METAR KFIG 022054Z AUTO VRB03KT 10SM CLR 25/16 A3022 RMK AO2 SLP230 T02500156 58006=

## Docket (5 files)

The files NTSB released with the investigation on March 7, 2024, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=105921. 4.6 MB in all.

- Pilot/operator aircraft accident report, NTSB form 6120.1 (item 1, PDF, 8 pages, 1.2 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=14777865&FileExtension=pdf&FileName=6120_Redacted-Rel.pdf
- Memorandum for the record (item 2, PDF, 1 page, 119 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=14778376&FileExtension=pdf&FileName=MFR-Rel.pdf
- Excerpts from maintenance records (item 3, PDF, 2 pages, 524 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=14777785&FileExtension=pdf&FileName=Mx%20Records_Redacted-Rel.pdf
- Photo array (item 4, PDF, 4 pages, 2.5 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=14797910&FileExtension=pdf&FileName=Photo%20Array_Redacted-Rel.pdf
- Statement of party representatives to NTSB investigation (item 5, PDF, 9 pages, 217 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=14796392&FileExtension=pdf&FileName=Party%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.

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