Accident Details
On August 1, 2014, about 1320 eastern daylight time, a Cessna 172RG, registration N5276U, was substantially damaged during a forced landing to a marsh near Apalachicola, Florida, following a total loss of engine power. The commercial pilot incurred minor injuries. Visual meteorological conditions prevailed, and no flight plan was filed for the local personal flight. The airplane was registered to a corporation and operated by C.A.M.S. Flight School under Title 14 Code of Federal Regulations Part 91. The flight originated from Apalachicola Regional Airport-Cleve Randolph Field (AAF) at the time of the accident.
Pilot Actions
According to the pilot, he was told he was going to pick up the airplane after it had come out of maintenance due to water found in the fuel. During preflight, he noted 33 gallons of fuel in the tanks, sumped the tanks without observing any water, and performed an engine run-up with no anomalies. He then took off and completed one circuit in the traffic pattern. On final approach, he decided to perform a go-around and applied full power. The airplane began to climb, but soon after the engine lost total power. The pilot turned the fuel pump on and applied carburetor heat, but the engine did not respond. He repositioned the throttle and began pumping it. The engine started, maintained full rpm for less than a minute, then lost total power again. This pumping procedure repeated two more times. After the third loss of power, he elected to perform a forced landing to a marsh. The airplane impacted the marsh and came to rest upright.
Aircraft and Engine Information
According to FAA records, the airplane was issued a normal airworthiness certificate in February 1980. It was powered by a Lycoming O&VO 360 series, 180-hp engine. The pilot stated the most recent 100-hour inspection was completed on March 17, 2014. At the time of the accident, the tachometer indicated 7,287 hours accumulated.
Weather Conditions
A review of recorded data from the AAF automated weather observation station at 1253 showed wind variable at 4 knots, visibility 10 miles, clear skies, temperature 28°C, dewpoint 21°C, and a barometric altimeter setting of 30.00 inches of mercury.
Postaccident Examination
Postaccident examination revealed substantial damage to both elevators and horizontal stabilizers. An undetermined amount of fuel was present in both fuel tanks. The fuel selector valve was in the "Both" position. The engine remained attached to the fuselage through all mounts. One propeller blade was bent aft about 30 degrees; the other was undamaged.
The FAA inspector noted that when the wings were removed for recovery, the left wing tank fuel line to the engine was partially blocked with a fresh, sealant-type material. Photographic evidence showed the sealant was neither weathered nor worn. Maintenance records contained no entry indicating when the sealant was applied or when maintenance was performed to line the fuel tank.
Engine examination confirmed continuity from the propeller flange to the accessory section. Fuel screens were removed with no debris. The engine was started and operated without anomalies.
Manufacturer and Carburetor Icing Information
A manufacturer representative stated that if a fuel line is partially blocked from one tank, with the fuel selector on "BOTH," fuel flow would be sufficient to maintain engine power.
The carburetor icing probability chart from FAA SAIB CE-09-35 indicated a probability of serious icing at glide power given the temperature and dewpoint at the time. The bulletin advised using carburetor heat on approach and descent when operating at low power settings or in conditions where carburetor icing is probable. The pilot operating handbook also stated that during descent and before landing, carburetor heat should be on to prevent carburetor icing.