# NTSB ERA24LA388: Cessna 172K, N7037G, Spartanburg, SC, September 20, 2024 - Type: NTSB accident investigation - Classification: Accident · Minor injuries · Class 3 · Limited · Final report - Date: September 20, 2024, 15:43 local (19:43 UTC) - Place: Spartanburg, SC - Coordinates: 34.92445, -81.94445 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=34.9245&lon=-81.9445&mi=10 - Phase of flight: [Initial climb](https://openairdocs.org/ntsb-phases/350) (OpenAirDocs' grouping) - Defining event: [Initial climb: Loss of engine power (total)](https://openairdocs.org/ntsb-events/341) - Highest injury: Minor injuries - Injuries: 1 minor - Status: Completed, report August 19, 2026 - Report: Approved by Office Director - Investigation class: Class 3 - NTSB office: Eastern Region Aviation - Parties: Lycoming, FAA/FSDO - NTSB case key (mKey): 195159 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=ERA24LA388 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/195159/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=195159 - Page: https://openairdocs.org/ntsb/ERA24LA388 ## Probable cause Maintenance personnel’s failure to follow the engine manufacturer’s maintenance guidance, which resulted in the assembly of the engine with an obstructed oil passage, a subsequent lack of lubrication to the front main bearing, and a total loss of engine power. ## 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 · Inadequate inspection (probable cause); cases with it: [Cessna 172K, 1 case](https://openairdocs.org/ntsb-findings/01058520/cases.md?model=2072430), [All aircraft, 233 cases](https://openairdocs.org/ntsb-findings/01058520/cases.md) - [Action: forgotten action/omission](https://openairdocs.org/ntsb-findings/02041035): Personnel issues › Action/decision · Maintenance personnel (probable cause); cases with it: [Cessna 172K, 1 case](https://openairdocs.org/ntsb-findings/02041035/cases.md?model=2072430), [All aircraft, 440 cases](https://openairdocs.org/ntsb-findings/02041035/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 (total)](https://openairdocs.org/ntsb-events/341) (defining event); cases with it: [Cessna 172K, 11 cases](https://openairdocs.org/ntsb-events/341/sequence.md?model=2072430), [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 172K, 11 cases](https://openairdocs.org/ntsb-events/440/sequence.md?model=2072430), [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 172K, 11 cases](https://openairdocs.org/ntsb-events/096/sequence.md?model=2072430), [All aircraft, 2,287 cases](https://openairdocs.org/ntsb-events/096/sequence.md) ## Analysis The pilot was conducting a local “break-in” flight for the airplane’s recently-installed engine. During the initial climb, the engine’s rpm started to decline, followed by a total loss of engine power. The pilot performed a forced landing to a field and the airplane nosed over during the landing roll, resulting in substantial damage to the airplane’s fuselage, wings, rudder, and vertical stabilizer. A postaccident examination of the airplane revealed that the engine’s crankshaft was not free to rotate. The engine’s front main bearing was discolored and exhibited rotational abrasion at its rear oil passage area and corresponding crankshaft surface. Additionally, insect-related debris, soil/clay/mud, and lubricating oil were obstructing the crankcase oil header and the front main bearing’s aft oil passage. The signatures of lubrication distress observed on the front main bearing were consistent with oil starvation as a result of the obstructions found within the engine’s lubrication system. Review of the engine’s maintenance records showed that crankcase was repaired nearly 12 years before the accident and that the engine was overhauled 2 years later. The engine did not accrue any time in service prior to its installation on the accident airplane about 1 month before the accident (about 10 years after the overhaul). The mechanic who performed the engine overhaul reported that the crankcase was stored in a hangar for several months before he acquired it and that he did not remember cleaning and verifying that the oil passages of the crankcase were unobstructed before assembly. According to the engine manufacturer’s overhaul manual, all oil passages should be cleaned with suitable brushes then flushed thoroughly with clean solvent and compressed air. Based on the available evidence, an insect likely infiltrated the crankcase and made a nest in the oil passages during the more than 2 years it was stored. Maintenance personnel then failed to clean and verify the oil passages were free of obstruction before assembly of the engine, which resulted in a lack of lubrication to the front main bearing and a subsequent total loss of engine power. ## Factual narrative On September 20, 2024, about 1543 eastern daylight time, a Cessna 172K airplane, N7037G, was substantially damaged when it was involved in an accident near Spartanburg, South Carolina. The commercial pilot sustained minor injuries. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 flight test. The pilot reported that the purpose of the flight was to perform a local “break-in” of the airplane’s recently installed engine. There were no engine anomalies noted during the preflight inspection, engine run-up checks, and subsequent takeoff roll. During the airplane’s initial climb at an altitude of about 100 ft, the pilot observed an rpm decline followed by a total loss of engine power. With no remaining runway and unable to return to the airport, the pilot chose to perform a forced landing in a field. During the landing roll, the airplane nosed over and came to rest inverted about 0.3 miles northeast of the runway. The airplane’s fuselage, wings, rudder, and vertical stabilizer sustained substantial damage. The airplane was recovered to a secure facility, and a postaccident examination was conducted. There was no evidence of an oil leak and about 8 quarts of oil were observed in the engine oil sump. Attempts to rotate the crankshaft were unsuccessful. The four cylinders were removed with no anomalies noted to their interiors and residual oil was observed on the valvetrain and internal engine components. The four connecting rods rotated freely on the crankshaft when facilitated by hand. There was no debris observed in the oil pump suction screen or oil filter media. Further disassembly of the engine revealed that the front main bearing was discolored and exhibited rotational abrasion at its rear oil passage area and corresponding crankshaft surface. There were no anomalies noted to the bearing’s front oil passage area or crankshaft surface. The Nos. 2 and 3 main bearings were unremarkable. There were no anomalies noted to the oil pump. An oil passage continuity check revealed an obstruction between the oil header and the front main bearing’s aft oil passage. Additionally, an oil passage was obstructed to the No. 4 cylinder intake cam follower bore. All other oil passages were free of obstruction. The right front crankcase was sectioned, and the obstruction was extracted from the oil passage. The debris recovered from the cam follower bore and front main oil passages was a gritty material and was shipped to the NTSB Materials Laboratory for further examination. The laboratory examination found that the material was consistent with insect-related debris, soil/clay/mud and lubricating oil. A review of the engine’s maintenance records showed that the engine was overhauled on October 12, 2014, at which time it was converted from an O-320-E2A to an O-320-D2G, in accordance with Lycoming Service Instruction 1304J. According to the records, the engine did not accrue any time in service until it was installed on the accident airplaneon September 20, 2024. Among the records was a crankcase repair facility work order and FAA form 8130-3 dated March 30, 2012. Additionally, there was an invoice for engine hardware dated February 07, 2014. According to the Lycoming overhaul manual, all oil passages are to be cleaned with suitable brushes, and after which flushed thoroughly with clean solvent and compressed air. The crankcase repair facility reported that among their repair paperwork was a checklist that included a step to clear oil galleys and holes, and to re-clean before assembly. The mechanic who performed the engine overhaul reported that crankcase was owned by another individual and stored in a hangar for several months before his acquisition of the crankcase and subsequent assembly of the engine. He further stated that he did not remember cleaning and verifying that the oil passages of the crankcase were unobstructed before assembly. ## Aircraft - Registration: [N7037G](https://openairdocs.org/aircraft/N7037G), registered now, S/N 17258737, built 1969 (OpenAirDocs) - Reported make and model: CESSNA 172K - Registry model: [Cessna 172K](https://openairdocs.org/model/cessna-172k) (registry code 2072430) (OpenAirDocs) - Registry engine: [Lycoming 0-320 series](https://openairdocs.org/engine/lycoming-0-320-series) (registry code 41508, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 17258737 - Year built: 1969 - Airframe hours: 4711.26 - Engines: Lycoming O-320-D2G 160 horsepower reciprocating - Damage: Substantial damage - Flight: Flight test, Part 91 - Registered owner: N7037g Inc - Airworthiness certificate: Standard, Normal - Last inspection: Annual, August 22, 2024, 0.1 hours before - Destination: Same as departure - Airport: SPA, Spartanburg Downtown Memorial Airport/Simpson Field, runway 5, 5,852 × 100 ft, asphalt - Equipment: ADS-B, Auto-pilot ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 42; injuries: minor; airline transport, commercial; airplane ratings: single-engine land, multi-engine land; instrument ratings: airplane; medical: class 1, without waivers/limitations; last flight review September 4, 2024; seat: left; restraint: lap only; flight hours: 1,716.4 total, 58.2 in this make and model, 1,623.8 as pilot in command, 102.3 in the last 90 days, 36.8 in the last 30 days, 10 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: 40° at 6 knots - Visibility: 7 statute miles - Temperature: 86 °F, dew point 61 °F - Altimeter: 29.90 inHg - Observed at: SPA, 1 nm away - METAR: KSPA 201935Z AUTO 04006KT 7SM SCT049 SCT065 30/16 A2990 RMK AO2 ## 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 20240920014309A](https://openairdocs.org/incident/20240920014309A), Sep 20, 2024: Cessna 172K, Spartanburg, SC, Substantial damage. While departing runway 5 at spa during the inital climb the engine lost power. There was not enough runway remaining so an off-field landing was attempted.… ## Docket (10 files) The files NTSB released with the investigation on August 19, 2026, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=195159. 562 MB in all. - NTSB 6120 1 form (item 1, PDF, 9 pages, 573 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=20513102&FileExtension=pdf&FileName=NTSB%206120%201%20Form_Redacted-Rel.pdf - Mor mechanic statement (item 2, PDF, 1 page, 64 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=20512823&FileExtension=pdf&FileName=MOR%20Mechanic%20Statement-Rel.pdf - Mor divco checklist (item 3, PDF, 1 page, 126 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=20513519&FileExtension=pdf&FileName=MOR%20DivCo%20Checklist-Rel.pdf - Lycoming overhaul manual excerpts (item 4, PDF, 4 pages, 5.2 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=20513166&FileExtension=pdf&FileName=Lycoming%20Overhaul%20Manual%20Excerpts-Rel.pdf - Maintenance records (item 5, PDF, 12 pages, 553 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=20519068&FileExtension=pdf&FileName=Maintenance%20Records_Redacted-Rel.pdf - Photo array (item 6, PDF, 4 pages, 942 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=20513186&FileExtension=pdf&FileName=Photo%20Array-Rel.pdf - Examination summary (item 7, PDF, 7 pages, 762 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=20518824&FileExtension=pdf&FileName=Examintaion%20Summary-Rel.pdf - Mor NTSB materials laboratory report (item 8, PDF, 2 pages, 452 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=20519565&FileExtension=pdf&FileName=MOR%20NTSB%20Materials%20Laboratory%20Report-Rel.pdf - Statement of party representatives to NTSB investigation (item 9, PDF, 14 pages, 797 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=20513433&FileExtension=pdf&FileName=Lycoming%20Party%20Form_Redacted-Rel.pdf - Wreckage release form (item 10, PDF, 1 page, 171 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=20513443&FileExtension=pdf&FileName=Wreckage%20Release_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.