Flight History
On May 30, 2009, at approximately 1044 eastern daylight time, a Cessna 172M, registration N12151, sustained substantial damage following a loss of engine power and a subsequent forced landing near Sarasota, Florida. The pilot and the pilot-rated co-owner/passenger received minor injuries. The personal flight was conducted under Title 14 Code of Federal Regulations Part 91 in visual meteorological conditions without a flight plan.
The pilot reported a normal preflight inspection and engine start. Fuel levels were estimated as half in the left tank and three-quarters in the right tank. The flight departed Sarasota/Bradenton International Airport (SRQ) around 1000, flew to Venice Municipal Airport (VNC) about 20 miles south, performed two touch-and-go landings, and then returned to SRQ. While cruising at 1,100 feet above mean sea level, the engine ran rough then lost power completely. The pilot attempted an unsuccessful restart while turning toward a beach for an emergency landing. The airplane struck trees approximately 300 yards before the beach and came to rest suspended about 25 feet above the ground. Both occupants, wearing seat belts and shoulder harnesses, exited with fire and rescue assistance.
Personnel Information
The pilot held a commercial pilot certificate with single-engine land and instrument ratings, and a ground instructor certificate. He reported 418 total flight hours, with about 180 hours in the accident make and model. His most recent FAA second-class medical was issued in May 2008, and his flight review was completed in September 2008.
The co-owner/passenger held flight instructor and commercial pilot certificates with single-engine land, instrument, and glider ratings, as well as an A&P mechanic certificate with inspection authorization. He reported 3,500 total flight hours, with his most recent third-class medical in August 2006.
Aircraft Information
The 1973 Cessna 172M was equipped with a Lycoming O-320-E2D engine. The engine was last overhauled in September 1990 at about 2,000 hours. The most recent annual inspection was completed on July 1, 2008, indicating a total airframe time of 3,198.5 hours. The tachometer read 3,171.1 hours at the time of the accident. According to the FAA Type Certificate Data Sheet, the airplane had two 21-gallon fuel tanks (38 gallons usable in the BOTH position). The pilot estimated about 26 gallons at takeoff, while the co-owner/passenger estimated 31-32 gallons.
Meteorological Conditions
At 1053, the automated weather observation at SRQ (6 miles north of the accident site) reported wind from 270 degrees at 11 knots, visibility 10 miles, few clouds at 1,500 feet, temperature 28°C, dew point 22°C, and an altimeter setting of 29.94 inches of mercury. The temperature and dew point indicated a relative humidity of about 70%, placing the conditions within the "Serious Icing at Glide Power" envelope on a carburetor ice chart, near the boundary for "Icing - Glide and Cruise Power."
Wreckage and Examination
The accident site was about 6 miles south of the destination airport. The airplane came to rest nose-down with a 60-degree left bank. The lower and aft fuselage sustained crushing and tearing, but the cockpit area remained largely intact. The flaps were deployed to approximately 30 degrees. Fuel was observed leaking from the left wing vent tube shortly after the accident. A soil evaluation conducted 13 days later found no evidence of petroleum hydrocarbon impacts.
Four days after the accident, an FAA inspector and a Cessna representative examined the airplane. Approximately one gallon of fuel was found in the left wing, none in the right. The fuel selector was in the OFF position. Control cable continuity was confirmed (cables cut during recovery). The propeller blades showed bending and scratches. An engine test run using an external fuel tank showed normal operation. The carburetor was removed for analysis; no component failures or malfunctions were identified.
Carburetor History
A rebuilt carburetor was installed in November 2008. After initial installation, the engine ran poorly and was returned to the overhaul facility. The facility found the float out of adjustment and corrected it. The carburetor was reinstalled in April 2009 and reportedly functioned well during a test flight. The airplane was not flown between that test and the accident. Examination of the carburetor on July 16, 2009 revealed no leaks, a functional acceleration pump, and a float height within tolerance. The mixture adjustment screw was backed out two turns from fully in, slightly leaner than the standard delivery setting. No evidence of any component failure or malfunction was found during testing.