History of Flight
On April 28, 2015, about 1145 Pacific daylight time, a Cessna 170B, N1296D, conducted an off-airport forced landing following a loss of engine power near Centralia, Washington. The pilot/owner operated the airplane under Title 14 Code of Federal Regulations Part 91. The airline transport pilot sustained serious injuries, and the airplane sustained substantial damage during the accident sequence. The cross-country personal flight departed Shady Acres Airport, Spanaway, Washington, at an undetermined time with a planned destination of Chehalis, Washington. Visual meteorological conditions prevailed; no flight plan was filed.
The pilot reported that repair work required draining the fuel tanks. Upon completion, the recovered fuel was installed in the left fuel tank. The pilot estimated about 15 gallons but had no exact measurement. He added an overfilled 5-gallon (estimated 6 1/4 gallons) can of new fuel to the right tank as a backup reserve, believing precautions against contamination were taken. He departed with the fuel selector valve (FSV) in the left tank position.
The pilot intended to follow recommended Lycoming break-in procedures for the engine during the flight to Chehalis. A loss of engine power occurred about 2,000 feet above ground level (agl) during the climb to cruise. Attempts to restart the engine were unsuccessful, leading to a forced landing in a field. To clear tall trees, the pilot raised the airplane's nose, resulting in a stall and hard landing. The pilot was airlifted to the hospital with facial bleeding and back pain.
Personnel Information
Examination of the pilot's logbook indicated a total flight time of 2,688 hours as of March 23, 2015. He logged 10 hours in the previous 90 days and 0 hours in the previous 30 days. He had an estimated 512 hours in this make and model. He completed a flight review on September 18, 2013.
Aircraft Information
The airplane was a Cessna 170B, serial number 25424. At the time of the accident, the airframe had a total time of 3,740.1 hours. The last annual inspection was on April 25, 2015, at a tachometer time of 371.1. The recording tachometer after the accident read 371.5 hours.
The engine was a Lycoming O-360-A1A, serial number L20323-36A, rated for 180 hp at 2,700 rpm. It was installed per Avcon STC SA806CE on September 3, 2002, at a tachometer time of 148.2. The engine was field overhauled on June 15, 2009, by unknown persons/agencies. The recording tachometer was 306.8 with an engine total time of 1,551.1 hours. Records indicate the engine was removed, inspected, and repaired on June 17, 2013, after a propeller strike-sudden stoppage per AD 04-10-14C1, at tachometer time 371.1. The engine had accumulated 64.3 hours since field overhaul.
A Major Repair and Alteration Form 337 dated August 19, 2013, documented airframe repairs from a hard landing incident, including structural members and the gear box; the center console (tunnel) was removed for access and reinstalled. A search of the NTSB database revealed no accident related to that hard landing but did reveal a banner tow accident on July 4, 1998.
At the time of the accident, the engine had 64.7 hours of operation since field overhaul and 0.5 hours since the repair. The propeller was installed per Hartzell STC SA01111CH on April 25, 2015, at tachometer time 371.1.
Meteorological Information
An aviation routine weather report (METAR) from Chehalis-Centralia (KCLS), elevation 177 feet, 5 nautical miles southeast of the accident site, issued at 1156 PDT, reported wind from 330 degrees at 8 knots; visibility 10 miles; sky 2,700 feet scattered, 3,600 feet broken; temperature 13/55 degrees C/F; dew point 9/48 degrees C/F; altimeter 30.14 inches of mercury.
Additional Information
The pilot stated he took off with the left tank selected. The Pilot Operating Handbook for this model specifies the FSV should be in the BOTH position for takeoff.
Tests and Research
Investigators from the NTSB, FAA, Cessna, and Lycoming examined the wreckage at the owner's hangar on Shady Acres Airport on May 20, 2015. A full report is in the public docket. No evidence of preimpact mechanical malfunction was found during examination of the recovered engine.
The firewall fuel strainer contained clear blue fluid; the screen was clean. A water paste test showed no water contamination.
The FSV was properly installed. The FSV handle was slightly right of the forward position. According to the airframe manufacturer's investigator, selector handle forward should be the BOTH tanks position; right would be right wing; aft would be OFF; left would be the left wing. The FSV handle was incorrectly indexed to the drive shaft, allowing 180-degree misinstallation. The valve was open in all three feed positions and closed in OFF. The observed handle orientation resulted in the valve being closed when the handle was in BOTH, right when in LEFT, left when in RIGHT, and off when in BOTH.
The FSV handle had a manufactured hole angled to prevent incorrect orientation. Investigators found an additional hole drilled through the operating arm and handle that allowed incorrect installation.