History of Flight
On January 19, 2013, at about 1605 Pacific standard time, a Cessna 172F, registration N5208F, made a forced landing in a muddy field following a total loss of engine power during the initial climb from Yuba County Airport in Marysville, California. The aircraft was operated by Beale Aero Club under 14 CFR Part 91. The certified flight instructor (CFI) and a passenger sustained minor injuries; the airplane sustained substantial damage. The local positioning flight had departed Beale Air Force Base at 1553 with a planned destination of Yuba County Airport. Visual meteorological conditions prevailed, and a military VFR flight plan had been filed.
The CFI reported that the airplane had recently undergone an annual inspection, and this flight was the first since that maintenance. After departure, he flew approximately 6 nautical miles to the destination and decided to perform several touch-and-go practice takeoffs and landings. Following a smooth landing, he configured the airplane for takeoff by confirming the fuel selector was on "BOTH," carburetor heat off, flaps retracted, and mixture rich. He applied full power, and the airplane climbed to about 150 feet, during which time oil pressure and temperature indications were normal. Shortly thereafter, the engine suddenly lost all power. He lowered the nose and configured for best glide, but could not restart the engine. The airplane touched down in a muddy field, where the main landing gear dug into the soft terrain, causing the airplane to flip over and come to rest inverted. The wreckage was located about 50 feet from the first impact and about 0.5 miles from the runway edge.
Aircraft Information
The Cessna 172F, serial number 17253209, was manufactured in 1965. It was equipped with a Teledyne Continental Motors O-300-D engine, serial number 25471-D-73-D-R. The fuel system was gravity-fed, with metal tanks in the inboard wing sections, a selector valve, a fuel strainer, and a carburetor. The fuel selector valve was located on the pedestal between the pilot and copilot positions, with a handle labeled "OFF," "LEFT," "BOTH," and "RIGHT." The handle was designed to be attached to its shaft via an offset spring-pin that fits only one way.
Maintenance and Fuel Selector
The engine had accumulated 5,038.1 total hours and 1,563.1 hours since its last major overhaul. The last annual inspection was completed on January 18, 2013, during which the mechanic complied with Cessna Service Bulletin SB99-18R1A (fuel gauge accuracy check). The mechanic, who was the director of maintenance for the flight club, reported that the annual inspection took longer than usual due to interruptions. He recalled taking the fuel selector handle off to remove the panel. He noted that the handle's offset hole had been drilled out to accommodate a bolt, allowing the handle to be installed 180 degrees out of alignment. He stated he ensured correct installation by running the engine in all selector positions except "OFF" after maintenance.
Examination and Testing
Post-accident examination of the engine revealed no external holes or perforations. The engine rotated freely, internal continuity was established, and thumb compression was achieved in all cylinders. No foreign object damage or detonation was observed. The left magneto (Slick 6364) did not produce adequate spark; disassembly revealed a worn cam causing the point gap to be out of tolerance.
The fuel tanks appeared intact with no ruptures. The fuel selector handle was found positioned on "RIGHT," consistent with the pilot's statement. The handle was attached with a bolt, washer, and nut instead of the specified spring-pin. The handle had a smaller slanted diagonal hole below the larger bolt hole. When the selector handle was placed near the "OFF" position (just left of the detent), fuel flowed freely through the valve; when moved to "BOTH," fuel flow stopped, indicating the handle was indicating the opposite selection. The fuel selector assembly and valve rotated when the handle was turned. Disassembly of the fuel valve showed that all four detent positions on the cover were worn and contained debris, and the cam lobe appeared worn.