History of Flight
On April 19, 2012, at 1600 eastern daylight time, a Cessna 172R (N28BC) operated by Eastern Kentucky University (EKU) was substantially damaged after impacting a tree during the landing roll following a forced landing in Richmond, Kentucky. The certificated flight instructor and student pilot were not injured. Visual meteorological conditions prevailed, and no flight plan was filed for the instructional flight conducted under 14 CFR Part 91 between Hisle Field Airport (75KY) and Madison Airport (I39).
Before departure, the student performed a preflight inspection, including using a fuel stick to check the fuel level. The instructor observed this and later verified the fuel gauges read 20 gallons per tank. After departing I39, they flew to 75KY for approximately 30 to 45 minutes of soft and short field training. On the return flight, the instructor noticed low fuel gauge readings. About 5 miles north of I39, the engine sputtered; the instructor turned on the fuel pump and richened the mixture, and the engine ran normally for about a minute. While climbing through 3,500 feet mean sea level, the engine lost power completely. The instructor attempted to restart without success and performed an off-airport landing in a grass-covered field. During the rollout, the right wing struck a tree.
Aircraft Information
The accident aircraft was a high-wing, strut-braced, four-place, single-engine airplane with a 160-horsepower fuel-injected engine. It was manufactured in 2000 and had a Canadian registration of C-GGPN before being imported to the United States. The airplane was involved in a previous accident on April 30, 2007, in Livermore, California (SEA07CA120). Its most recent annual inspection was completed on March 20, 2012, with approximately 6,040 total hours of operation.
Wreckage and Impact Information
Examination of the accident site revealed that the airplane struck powerlines before touchdown. It traveled about 510 feet on a magnetic heading of approximately 180 degrees before cresting a hill and impacting a tree with the right wing. The airplane then pivoted 180 degrees and came to rest 670 feet from touchdown. Braking evidence was visible for the first 40 feet.
Post-accident examination found no preimpact mechanical failures or malfunctions. The right wing was crumpled, the right aileron torn, and the right flap jammed into the fuselage. Both fuel tanks were devoid of fuel with no breaches; the fuel caps were closed. The fuel selector was in the BOTH position, and the fuel shutoff valve was open. Fuel was present in the strainer but not in the line to the engine-driven pump. An engine run after adding 5 gallons of fuel showed normal operation.
Re-examination on April 25, 2012, revealed fuel staining on the lower fuselage aft of the firewall, but analysis indicated it was old and likely from a previous fuel leak that had been repaired on March 21, 2012. No logbook entry was made for that repair.
Personnel Information
The flight instructor held a commercial pilot certificate with single-engine and instrument ratings and a flight instructor certificate with a single-engine rating. He had 453 total flight hours, with 351 hours in the accident make and model. His most recent FAA first-class medical was issued July 21, 2011. The student pilot held a student pilot certificate with a first-class medical issued January 13, 2012, and had 17 total flight hours.
Tests and Research
The fuel system consisted of two 28-gallon integral fuel tanks, a three-position selector valve, auxiliary fuel pump, fuel shutoff valve, fuel strainer, engine-driven pump, and fuel injection components. Fuel quantity was measured by float-type transmitters and indicated on a gauge. When the gauge showed empty, approximately 1.5 gallons of unusable fuel remained per tank. The system included low-fuel warning annunciators for levels below 5 gallons.
Fueling records revealed that EKU did not track fuel purchases by aircraft registration number. Security camera video showed the accident student conducting the preflight and checking fuel levels. The student reported that after the forced landing, he saw no fuel in the tanks and no fuel on the dipstick. The instructor stated that he relied on the student's fuel check and noted the gauges read lower than expected during the return flight.
Additional Information
Following the accident, EKU implemented several safety measures, including modifying fuel tracking processes, providing correct dipsticks for each aircraft, and revising maintenance procedures. The chief flight instructor conducted safety stand-down meetings and developed an emergency landing pattern procedure.