Accident Overview
On February 10, 2019, at 1607 eastern standard time, a Cessna 172, registration N7414N, was substantially damaged in an accident near Lignum, Virginia. The aircraft was operated as a Title 14 Code of Federal Regulations Part 91 instructional flight. The flight instructor and front seat student pilot were not injured, while the rear seat student pilot sustained minor injuries.
Flight Narrative
According to the instructor, the flight departed at approximately 1541 with 15 gallons of fuel in each wing tank, totaling 30 gallons. About 30 minutes after takeoff, after performing clearing turns, steep turns, and slow flight, the instructor set up and executed a power-off stall. Immediately after the throttle was moved to the full power position, the engine failed to respond. The instructor confirmed via the tachometer that the engine was not producing power and took control of the airplane. The propeller initially windmilled but then stopped. She selected a field for landing and performed the engine failure checklist. Two restart attempts were unsuccessful. Approaching the field, she determined it was unsuitable due to standing water and instead chose to land on a rural highway. Shortly after landing, the right wing struck a telephone pole, causing the airplane to turn 90° to the right, and the left wingtip impacted the ground.
Post-Accident Examination
An FAA inspector examined the wreckage and found all major components present at the accident site. The right wing was bent upward outboard of the wing strut with leading edge damage forward of the aileron. The left wing was substantially damaged and bent upward outboard of the aileron. The fuselage was buckled on the right side at the right-wing root area. Blue-tinted fuel was present in both fuel tanks and the gascolator. The throttle, mixture, and carburetor heat controls were intact and continuous from cockpit to engine. Fluid could be heard flowing as the throttle was moved, consistent with accelerator pump operation. The primer operated normally with no leaks. The carburetor heat actuator and door moved freely, and all ductwork from exhaust to carburetor was intact. The following day, the FAA inspector successfully started and operated the engine, which remained installed with the complete fuel system and remaining fuel intact. The engine operated through normal runup and up to full power with no anomalies noted.
Weather and Carburetor Icing Assessment
A review of weather observations from a nearby airport, carburetor icing charts, and a High-Resolution Rapid Refresh numerical model indicated a low probability of carburetor icing at the surface and at an altitude of 3,000 ft msl.