Accident Overview
On July 1, 2014, at approximately 1726 central daylight time, a Cessna 172R airplane, registration N468CM, was substantially damaged during a forced landing at Joplin Regional Airport (JLN) in Joplin, Missouri. The private pilot was not injured. The airplane was registered to and operated by the University of Central Missouri under 14 Code of Federal Regulations Part 91. The flight was conducted without a flight plan under day visual meteorological conditions. The instructional cross-country flight had departed from Downtown Airport (3DW) in Springfield, Missouri, around 1700.
Sequence of Events
The pilot reported being cleared for an option landing on runway 31, which is 6,501 feet long by 150 feet wide and surfaced with asphalt. The prevailing wind was aligned with the runway heading at 11 knots. The pilot performed a touch-and-go landing, describing the landing as uneventful. Shortly after the subsequent takeoff, during the initial climb, the engine "grumbled" and began to "cut in and out." The pilot immediately notified the tower controller of the engine issue, reduced engine power, and fully extended the wing flaps to land on the remaining runway. During the landing roll, the airplane overran the end of the runway and collided with a light pole associated with the runway approach lighting system. After the accident, the pilot was able to taxi the airplane back onto the runway under normal engine power before shutting down the engine on a nearby taxiway. The right wing sustained substantial damage from the collision with the light pole.
Postaccident Examination
A postaccident examination was conducted by the airplane operator's chief pilot and the director of maintenance. The examination found the airplane fuel system contained approximately 42 gallons of 100 low-lead aviation fuel, evenly distributed between the two wing tanks. An external inspection of the engine revealed no anomalies or fluid leaks. The oil dipstick indicated about 8 quarts of oil. The engine was started following the normal checklist procedure and demonstrated the ability to develop takeoff power during an operational test run. No hesitation or engine roughness occurred during the test run, and the engine responded appropriately to throttle movements. A functional magneto check showed no anomalies. Following the test run, no fluid leaks were observed on the engine exterior. The postaccident operational test run did not reveal any anomalies with the fuel-injected Lycoming IO-360 engine that would have prevented normal operation.