History of Flight
On April 27, 2009, at 1045 eastern daylight time, a Cessna 172M, registration N9884Q, operated by LH Underwood Aerial Patrol, Inc., was substantially damaged during a forced landing near Chesterfield, South Carolina. The flight, an aerial observation pipeline patrol, had departed from Spartanburg Downtown Memorial Airport (SPA) at 0951. Visual meteorological conditions prevailed, and no flight plan was filed. The flight was conducted under 14 CFR Part 91. The certificated commercial pilot and a passenger received minor injuries.
While flying approximately 500 feet above ground level, the engine began running rough and lost revolutions per minute (rpm), accompanied by a partial loss of power. The pilot applied carburetor heat, adjusted throttle and mixture controls to full, and cycled the fuel selector to all positions, but engine performance did not improve. The pilot attempted to reach the nearest airport using GPS, but the engine rpm decayed to 1900, and he determined he could not make it. He executed an emergency landing in trees.
Personnel Information
The pilot held a commercial pilot certificate with ratings for airplane single engine land and instrument airplane. His most recent FAA second-class medical certificate was issued on April 24, 2008. He reported 2,800 total flight hours, with 1,000 hours in the accident make and model.
Aircraft Information
The airplane was manufactured in 1975 and had accumulated 10,868 total aircraft hours. The most recent annual inspection was completed on April 17, 2008, at 10,023 total aircraft hours. The engine was a Lycoming O-320-E2D rated at 150 horsepower. The engine had been remanufactured at the Lycoming factory and shipped on August 28, 1996. It was installed on the accident airplane on June 27, 2007, at 5,346.8 total engine hours (951.8 hours since major overhaul). The last engine logbook entry was dated April 16, 2008, at 5,967.8 total engine hours (1,558.9 hours since major overhaul). At the time of the accident, the engine had accrued 6,911.9 total hours and 2,403 hours since major overhaul. Lycoming Service Instruction SI 1009 AU recommended overhaul at 2,000 engine hours or 12 years, whichever occurs first.
Meteorological Information
At 1055, weather reported at Cheraw Municipal Airport (CQW), about 10 miles from the site, included clear skies, wind from 270 degrees at 3 knots, visibility 10 miles, temperature 23°C, and dew point 16°C.
Wreckage and Impact Information
At the accident site, the airplane came to rest nose-down, right wing low in a thicket of small trees. No fuel odor was noted, and all major components were present. Flight control continuity was established to the rudder and elevator. The aileron control wheels moved full travel, but neither aileron panel moved. The pilot's seat was broken from its tracks and rested against the control wheel. The right seat had been removed by the passenger and discarded. The pilot's door would not open; both occupants exited through the co-pilot's door.
The left main tire and wheel assembly were sheared off; the left gear was buckled. The nose gear strut was broken and lay beneath the nose cowling. Impact damage was evident to both wings and the nose. One propeller blade was bent about 25 degrees; the other was straight. The engine compartment was embedded in trees and not accessible at the site.
On April 29, 2009, during recovery, 12 gallons of fuel were drained from the right wing tank and 2.5 gallons from the left wing tank. The fuel selector inside the airplane would not shut off fuel when selected to the off position.
Tests and Research
On May 27, 2009, an engine test run was conducted under FAA supervision. The engine started and ran but would not develop full power. Disassembly revealed excessive wear and a broken exhaust valve.