Accident Details
On October 17, 2011, at 1100 eastern daylight time, a Cessna R172K, registration N758GY, operated by an individual as a personal flight under Title 14 Code of Federal Regulations Part 91, incurred substantial damage during a forced landing following a total loss of engine power in Williamsburg, Virginia. The pilot and passenger were not injured. Visual meteorological conditions prevailed, and no flight plan was filed. The flight originated from Williamsburg-Jamestown Airport (JGG) at about 1000.
Pilot's Account
The pilot reported that he and his passenger departed JGG for a short sightseeing flight along the coast of the Chesapeake Bay area. While returning to JGG, at about 1,500 feet descending to pattern altitude, approximately 3 to 4 miles from the airport, the engine lost power. The propeller continued to windmill. Unable to restart the engine, the pilot elected to make an emergency landing to the right in an open field. He observed high trees on the southwestern side and a parking garage with an adjacent empty parking lot on the other side. The pilot maneuvered the airplane in a right 180-degree turn, cleared the trees, and descended with full flaps. He touched down in the center of the field, applied brakes, and aimed for the parking lot. The left wing struck the corner of the parking garage, then the nose wheel collapsed after contacting a curb. The airplane spun, and the tail section hit a lamppost before stopping. Both occupants exited the plane unassisted.
Post-Accident Observations
A Federal Aviation Administration (FAA) inspector noted that the propeller was in low pitch with both blades tip damaged; one blade had leading edge damage, and the other was bent aft. The right wing's leading edge sustained spar damage, and the left wing was damaged at the trailing edge aileron section. The empennage was bent 90 degrees to the right and down aft of the baggage door. The ignition switch was off, the master switch off, and all engine controls levers were in the full forward position. The auxiliary fuel pump switch was off, and the fuel selector was in the "Both" position. The flap selector was up with the indicator showing 30 degrees down; actual flap position was estimated at 10 degrees. Elevator trim indicated slightly up, and rudder trim indicated slight nose right. Fuel was present at the fuel strainer, and approximately 20 gallons of fuel were drained from the aircraft. The fuel vent system was checked with no defects noted.
Engine Examination
A post-recovery engine examination was conducted by FAA representatives. Engine controls operated with no defects. The left magneto was removed, and engine crankshaft continuity was established. A thumb cylinder compression test showed no defects. All fuel lines were visually inspected with no defects. Fuel was observed at the fuel injection distributor and the mechanical fuel pump. The mechanical fuel pump operated properly when checked.
Subsequently, with FAA oversight, the engine was run at the manufacturer's facility. The engine run did not indicate any abnormalities that would have prevented normal operation and production of rated power.
Data Monitoring
Data retrieved from the onboard engine data monitoring unit recorded cylinder head and exhaust gas temperatures for all six cylinders. At the time of the power loss, the temperature drop for all six cylinders was consistent with a sudden stop of combustion.