IAD02LA095

The purpose of the flight was to complete a biennial flight review (BFR), for the owner of the airplane. While en route to the destination airport, the airplane began to shake several times, and then the engine lost power. At an altitude of 1,200 feet, the CFI prepared for a forced landing to a field, and just prior to touchdown the airplane entered a "full stall situation" and impacted the bank of a ravine. Examination of the airplane revealed fuel in the gascolator, carburetor bowl, and fuel lines to the engine. The engine was test run on the airframe, and it started and ran continuously for several minutes without hesitation, through a range of power settings from 700 to 2150 RPM.

On September 18, 2002, at 1630 eastern daylight time, N5033H, a Cessna 172M, was substantially damaged during a forced landing following a loss of power in Edinburg, Virginia. The certified flight instructor (CFI) received minor injuries, and the certificated private pilot received serious injuries. Visual meteorological conditions prevailed and no flight plan was filed for the flight which originated at the Hagerstown Regional Airport (HGR), Hagerstown, Maryland, at 1530. The instructional flight was conducted under 14 CFR Part 91.

In a telephone interview the CFI stated that the purpose of the flight was for the private pilot to receive a biennial flight review (BFR). He reported that while en route to Shenandoah, at an altitude of 1,900 feet, the airplane began to shake several times. The CFI cycled the magnetos, the carburetor heat, and the fuel selector position; however, the shaking continued. He then increased the throttle, and the engine lost power.

The airplane was at an altitude of 1,200 feet, when the CFI completed a 180-degree turn to set up for a forced landing to a field. As the airplane approached the field, it entered a "full stall situation," and impacted the bank of a ravine. The CFI reported that he turned the fuel selector to the "off" position after landing, as the right wing was leaking fuel.

The CFI reported no anomalies of the engine instruments prior to the loss of power. He also stated that the airplane was refueled to full tanks at Shenandoah on the day prior to the accident. He reported that the pilots sumped the tanks during the preflight inspection and noticed no water or contamination. He stated the fuel selector was set to the "both" position for the entire flight.

In a telephone interview, the private pilot reported that while en route to the Shenandoah Airport, at an altitude of 2,500-3,000 feet, the airplane began to "shudder." The private pilot stated that the CFI then reduced the power and applied the carburetor heat. The shaking decreased slightly and the pilots continued towards Shenandoah. The airplane then began to "shudder" a second time and the CFI applied full throttle and attempted a climb. The airplane gained about 200 feet altitude and then the engine lost total power. The CFI then added full flaps and prepared for a forced landing to a field.

The private pilot's last memory of the event was just prior to the landing, as he became unconscious after the impact. He did however, remember that the fuel selector was set to the "both" position prior to landing.

A Federal Aviation Administration (FAA) inspector performed an on-scene examination of the airplane. According to the inspector, the right wing was substantially damaged, and the right fuel tank was ruptured and leaking fuel. The left wing and fuel tank were intact, and visual examination of the left fuel tank revealed it was about half full of fuel. The fuel selector, magnetos, and master switch were all observed in the 'off' position.

The airplane and engine were examined at a salvage facility in Clayton, Delaware, on September 25, 2002. Fuel was observed in the gascolator, carburetor bowl, and fuel lines to the engine. A container of fuel was connected to the airplane's fuel system, and the engine was started, on the airframe, with no hesitation. It ran continuously for several minutes through a range of power settings from 700 to 2150 RPM.

Examination of the airplane's maintenance records revealed the last annual inspection was completed on September 2, 2002, at a Tach time of 4500.2 hours. The airplane accumulated .9 hours of flight time since the annual. Additionally, the CFI involved in the accident was also the mechanic who performed the annual inspection.

The weather reported at SHD, at 1624, included winds from 160 degrees at 6 knots, 7 miles visibility, clear skies, temperature 29 degrees, dew point 21 degrees, and altimeter setting 30.01 inches Hg.