# NTSB NYC03LA048: Cessna 172SP, N197ME, Flemington, NJ, February 19, 2003 - Type: NTSB accident investigation - Classification: Accident · No injuries · Limited investigation · Final report - Date: February 19, 2003, 10:00 local (15:00 UTC) - Place: Flemington, NJ - Coordinates: 40.481945, -74.891113 - Nearby events: https://openairdocs.org/map.md?lat=40.4819&lon=-74.8911&mi=10 - Phase of flight: [Enroute](https://openairdocs.org/ntsb-phases/400) (OpenAirDocs' grouping) - Highest injury: No injuries - Injuries: 1 uninjured - Status: Completed, report December 3, 2004 - Report: Approved by Office Director - Parties: FAA/FSDO, Lycoming Engines - NTSB case key (mKey): 56510 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=NYC03LA048 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/56510/pdf - Page: https://openairdocs.org/ntsb/NYC03LA048 ## Probable cause The manufacturer's improper assembly of the accessory drive section of the engine. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Loss of engine power(total) - mech failure/malf, cruise - accessory drive assy - undertorqued (cause) - maintenance,rebuild/remanufacture - improper, manufacturer (cause) - Forced landing, descent - emergency - In flight collision with terrain/water, emergency descent/landing - terrain condition - open field ## Analysis After climbing to 2,000 feet msl, the engine lost all power. Unable to complete a restart, the pilot executed a forced landing to an open field. The airplane touched down, rolled approximately 200 feet, and then the nose wheel collapsed. An examination of the engine revealed the accessory drive gear dowel was broken, the locking plate was in place, and the accessory drive gear bolt was loose. Examination of the bolt, locking plate, dowel, and gear revealed no material issues associated with the loss of engine power. Damage to the gear dowel was consistent with the accessory drive gear bolt being undertorqued. The engine was manufactured approximately 2 years before the accident, and had accumulated approximately 656 hours of flight time. In addition, the accessory drive gear bolt had not been removed since being installed by the manufacturer. ## Factual narrative On February 19, 2003, about 1000 eastern standard time, a Cessna 172SP, N197ME, was substantially damaged during a forced landing near Flemington, New Jersey, following a total loss of engine power. The certificated private pilot was not injured. Visual meteorological conditions (VMC) prevailed for the local personal flight. No flight plan was filed, and the flight was conducted under 14 CFR Part 91. The pilot arrived at the airport about 0900 with the intention of practicing some instrument approaches in VMC. He preflighted the airplane, noted no anomalies, and then boarded. The pilot taxied the airplane short of runway 22, completed the engine runup checks, and then performed a normal takeoff. Once airborne, he executed the VOR 23 approach to Doylestown Airport (DYL) Doylestown, Pennsylvania, and at the missed approach point, advanced the throttle to execute a climbing right turn to repeat the approach. After reaching 2,000 feet msl, and while flying the inbound leg of the procedure turn, the engine lost all power. The loss of power was smooth, and took approximately 5 seconds. During the descent, the pilot attempted to restart the engine using the checklist, but the engine did not respond. Unable to reach an airport, he setup to conduct a forced landing to an open field. The airplane touched down upslope, main landing gear first, and then rolled approximately 200 feet before settling into soft ground. The nose wheel contacted the ground, collapsed, and the airplane spun 180 degrees to the left before coming to a stop. The pilot egressed unassisted, and reported the accident and his location to air traffic control via mobile phone. The engine was removed from the airframe, and a teardown was conducted on February 28, 2003, at the engine manufacture's facility under the supervision of a Federal Aviation Administration inspector. During the examination, the accessory section was opened, and the following conditions were identified. The accessory drive gear bolt was loose, the bolt locking plate was in place, and the accessory drive gear dowel was broken. Examination of the accessory gear assembly revealed, the bolt threads were not damaged, the bolt met manufacturing specifications, and the fracture surface for the accessory drive gear dowel was consistent with overload. According to the engine manufacturer, two additional engines were examined that were assembled and inspected by the same individuals as the accident engine. One was built prior to the accident engine and the other afterwards. In both cases, no discrepancies were identified. According to the manufacturer's assembly and inspection procedures, the required torque for installing the accessory drive gear bolt was 17 foot pounds, and that the locking plate would secure the bolt in place. According to maintenance records, the engine was manufactured approximately 2 years before the accident, and had accumulated approximately 656 hours of flight time. In addition, the records indicated that the accessory drive gear bolt had not been removed since being installed by the manufacturer. ## Aircraft - Registration: [N197ME](https://openairdocs.org/aircraft/N197ME), registered now, S/N 172S8472, built 2000 (OpenAirDocs) - Reported make and model: Cessna 172SP - Registry model: [Cessna 172S](https://openairdocs.org/model/cessna-172s) (registry code 2072439) (OpenAirDocs) - Registry engine: [Lycoming I0360 series](https://openairdocs.org/engine/lycoming-i0360-series) (registry code 41515, reciprocating) (OpenAirDocs) - Category: Airplane - Airframe hours: 656 - Engines: Lycoming IO-360-L2A 180 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Registered owner: Robert Krauss - Airworthiness certificate: Standard, Normal - Last inspection: Annual, December 30, 2002, 10 hours before - Departed: N51, Readington, NJ - Destination: N51 ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 49; injuries: none; private; airplane ratings: single-engine land; medical: class 3, valid medical--w/ waivers/lim; seat: left; flight hours: 336 total, 16 in the last 90 days, 7 in the last 30 days ## Weather - Conditions: Visual (VMC), Day - Wind: 170° at 3 knots - Visibility: 7 statute miles - Temperature: 28 °F, dew point 19 °F - Altimeter: 30.28 inHg - Observed at: SMQ, 27 nm away ## 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 20030219002079A](https://openairdocs.org/incident/20030219002079A), Feb 19, 2003: Cessna 172S, Flemington, NJ, Substantial damage. (.19) On February 19, 2003, about 1000 eastern standard time, a Cessna 172SP, N197ME, was substantially damaged during a forced landing near Flemington, new… ## Other investigations on N197ME (1) 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. - [NTSB GAA19CA503](https://openairdocs.org/ntsb/GAA19CA503), Aug 4, 2019: Cessna 172 (N197ME), Ocean City, MD, substantial damage. Probable cause: The student pilot's improper landing flare with a tailwind, which resulted in a hard, bounced landing. 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.