History of Flight
On March 5, 2014, at about 1056 central standard time, a Cessna 172R, registration N9417Z, was substantially damaged during a forced landing following a loss of engine power while conducting an instrument landing system (ILS) approach at McKellar Sipes Regional Airport (MKL) in Jackson, Tennessee. The private pilot and his passenger were not injured. Instrument meteorological conditions prevailed, and an IFR flight plan had been filed for the flight, which was destined for Augusta Regional Airport (AGS) in Georgia. The flight was conducted under Title 14 Code of Federal Regulations Part 91.
According to the pilot, during the climb from MKL at 6,500 feet above mean sea level (msl), he noted a rapid loss of oil pressure. He immediately executed a 180-degree turn and headed directly back to MKL.
A few miles from the airport, he requested radar vectors for the "ILS RWY 2" approach and was vectored accordingly. Inbound on the ILS, he realized he was too high and performed a 360-degree descending turn to lose altitude. He then resumed inbound on the ILS. At approximately 2,100 feet msl, the glideslope indication began "hopping from the top peg to the bottom peg rapidly," and he was unable to obtain a solid indication. He continued descending, and when at about 1,500 feet msl without having captured the glideslope, he executed a missed approach.
The pilot then climbed to 2,000 feet msl. Oil pressure was now zero, and the engine would only produce partial power. He circled again and re-established himself on the localizer. The glideslope needle remained erratic, and the engine subsequently lost all power, causing the airplane to descend. He was aligned with the runway via the localizer. At approximately 400 feet above the runway, he still could not see it, and the airplane continued descending without power. When the airplane was about 150 feet above ground level, the pilot spotted a field and a road. He made a sharp left turn, aligned with the road, and touched down. During the rollout, the right wing struck a highway sign, causing the airplane to veer right and enter a cornfield.
Personnel Information
The pilot held a private pilot certificate with ratings for airplane single-engine land and instrument airplane. His most recent FAA second-class medical certificate application was dated August 20, 2009. The pilot reported approximately 275 total flight hours, of which 215 were in the accident airplane make and model.
Aircraft Information
The airplane was manufactured in 1997. Its most recent annual inspection was completed on November 22, 2013, at which time it had accrued 4,036.1 total hours of operation.
Meteorological Information
The recorded weather at MKL included wind from 110 degrees at 3 knots, 1/2 mile visibility in fog, variable visibility down to 200 feet, temperature 0 degrees Celsius, dew point -1 degree Celsius, and an altimeter setting of 30.21 inches of mercury.
Wreckage and Impact Information
Examination of the accident site revealed that the road used for landing was US Highway 70. After striking the highway sign, the airplane came to rest in a cornfield, facing approximately 90 degrees from its direction of travel.
A Federal Aviation Administration inspector examined the wreckage. The right wing sustained substantial damage during the impact with the highway sign and the ground. Several large dents were visible, the lift strut was broken, the attach fittings and spar were damaged, and the wing tip was damaged. Oil was present on the back of the engine, the firewall, and the belly.
Tests and Research
During the examination, the engine was found to be still operable. With the cowling removed, the engine was started, and oil was observed appearing on the back of the accessory pad in the area of the lower vacuum pump. Further inspection revealed that the accessory drive adapter gasket was the source of the oil leak.
Review of maintenance records showed that on March 4, 2014 (the day before the accident), at 4,083.1 total hours of operation, the lower vacuum pump had been removed and a new vacuum pump, along with a new shaft seal and accessory drive adapter gasket, had been installed. Invoice information and FAA Form 8130.3 Airworthiness Approval Tags indicated that the accessory drive adapter gasket was part number 68315.
Examination of the installed gasket revealed that it was the correct gasket. However, it was distorted and showed signs of excessive compression and squeeze out.