Accident Overview
On January 9, 2022, about 1409 Pacific standard time, a Cessna 172H (registration N8056L) was substantially damaged when it experienced an engine failure during initial climb near Los Angeles, California. The private pilot sustained serious injuries. The aircraft was operated under Title 14 Code of Federal Regulations Part 91 as a personal flight.
Pilot's Account
The pilot reported that the accident occurred during the airplane's first flight of the day. The aircraft had been stored outdoors for several weeks prior. During preflight inspection, he observed water in the fuel tanks. He extracted about one ounce of water from the left wing fuel tank through the filler port and concluded that "there wasn't that much water in the fuel system." The airplane had been fueled several weeks earlier, with 2 gallons of 100LL in the left tank and 16 gallons in the right tank before engine start. The pilot started the engine with the fuel selector in the BOTH position and ran it for about two minutes. He contacted the Whiteman Airport (WHP) ground controller at 1404 and the tower controller at 1406, reporting holding short of runway 12 for departure. The flaps were set to 0° and the mixture was rich; the pilot could not recall if the airplane had a trim wheel. At 1408, the airplane was cleared for takeoff from runway 12. During the initial climb to about 200 feet, the engine lost power. The pilot attempted to restart by engaging the starter, but the engine did not restart. At 1409, he transmitted a May Day call to the tower and initiated a right turn. At 1410, the airplane impacted the ground and came to rest on an active railroad crossing. Bystanders extracted the pilot moments before the airplane was struck by a Metrolink passenger train.
Weather Conditions
Climatological observation records from the National Oceanic and Atmospheric Administration revealed that rain was observed at WHP on 18 days during the weeks the airplane was stored outdoors.
Postaccident Examination
Examination of the airframe revealed that the right wing tank fuel cap was present but missing the silicone vent; its rubber gasket was hard, brittle, and portions of the outer gasket had deteriorated and were missing. The left wing tank fuel cap was present, but its rubber gasket showed similar deterioration. Fuel system continuity was confirmed from the left and right wing fuel tank inboard pickups through the fuel selector and gascolator using compressed air. The gascolator was disassembled and contained about one teaspoon of a white, granulated corrosion substance. The gascolator bowl was pitted, and the filter screen showed a vivid line of corrosion consistent with the aircraft's postimpact resting position. Rust and corroded substance were present throughout the gascolator. The carburetor was disassembled, yielding about half a teaspoon of the corroded substance from the fuel inlet screen, with rust observed throughout. Examination of the engine revealed no evidence of any preimpact mechanical malfunctions or failures that would have prevented normal operation.