Accident Summary
On November 27, 2010, at approximately 1435 Pacific standard time, a Cessna 172E airplane, registration N5582T, sustained substantial damage following a loss of engine power and subsequent forced landing near Suisun City, California. The airplane was registered to a private party and operated by the pilot under 14 Code of Federal Regulations Part 91. The airline transport pilot and passenger sustained minor injuries. The flight departed Sacramento Executive Airport (SAC) at 1345, with a planned destination of Buchanan Field Airport (CCR) in Concord, California. Visual meteorological conditions prevailed at both airports, and no flight plan was filed.
Pilot Report
According to the pilot, while on approach to runway 19R at CCR, approximately 11 miles northeast of the airport, the engine suddenly stopped producing power. The pilot attempted to restart the engine multiple times but was unsuccessful and initiated a forced landing to a nearby field. During the landing roll, the airplane encountered rough terrain and nosed over, coming to rest inverted. Substantial damage was observed to the firewall and empennage assembly. First responders reported that no fuel was leaking from the fuel tanks after the event.
Post-Accident Observations
Recovery personnel reported that the fuel tanks were not breached and sustained minimal damage. Fuel was noted in and drained from the fuel lines. During recovery, it was observed that both wing tank fuel caps were loose from their respective filler necks, hanging by their chains. However, no fuel or smell of fuel was present in the tanks, and no fuel was noted in the immediate area.
Weather Conditions
The weather conditions reported at Travis Air Force Base (KSUU), located about 8 miles northeast of the accident site, at 1439, indicated wind from 300 degrees at 7 knots, visibility 10 statute miles, broken clouds at 3,100 feet above ground level (agl) and broken clouds at 5,000 feet agl, temperature 12 degrees Celsius (C), dew point 7 degrees C, and an altimeter setting of 29.85 inches of Mercury. A review of the carburetor icing probability envelope chart from FAA Special Airworthiness Information Bulletin No. CE-09-35 showed that the reported temperature and dew point were within the "serious icing (cruise power)" area of the chart.
Post-Accident Examination
A post-accident examination of the airframe and engine revealed that all flight control surfaces were in place and control continuity was established. Throttle, mixture, and carburetor heat cable control continuity was established, and all associated linkages moved freely. The fuel selector valve was found in the “both” position and was intact and undamaged. The fuel strainer did not contain evidence of fuel. All spark plugs were removed and showed no damage; the electrode areas had normal wear signatures. The cylinders were boroscoped and contained normal combustion deposits with no signs of abnormal wear or discoloration. The crankshaft rotated freely by hand, valve continuity and cylinder compression were obtained. The magneto impulse couplings engaged and spark was obtained from each ignition lead. The carburetor was removed and disassembled; internal components were undamaged and the inlet screen was free of debris.