Accident Overview
On October 6, 2024, about 2039 Pacific daylight time, a Cessna 172L, registration N7869G, was substantially damaged during a forced landing near El Monte, California. The pilot, the sole occupant, was not injured. The flight was conducted under Title 14 Code of Federal Regulations Part 91 as a personal flight.
Flight History
The pilot departed Modesto City-County Airport-Harry Sham Field (MOD) with a destination of Chino Airport (CNO). The airplane was refueled at MOD with approximately 24 gallons of 100LL aviation fuel. According to ADS-B data, the airplane departed MOD around 1710, climbed to approximately 5,800 ft mean sea level (msl), and proceeded to Meadows Field Airport (BFL) in Bakersfield, California. The pilot landed at BFL and departed again about 1928, climbing to a cruise altitude between 7,500 and 7,700 ft msl toward CNO.
While northeast of Burbank, California, at about 7,500 ft, the engine lost power. The pilot declared an emergency and turned toward San Gabriel Valley Airport (EMT) in El Monte. Multiple attempts to restart the engine were unsuccessful. During the forced landing, the airplane veered off course from the runway and impacted terrain.
Forced Landing and Impact
ADS-B data and video showed the airplane overflying the runway until approximately midfield. It then turned slightly to the right, executed a 180° turn while descending, overflew the runway again, and landed in the Rio Hondo Wash, a concrete drainage channel running parallel to runway 1. During the landing, the left wing struck a chain-link fence, resulting in substantial damage to the left wing spar and undercarriage near the engine firewall.
Fuel System Examination
The airplane was equipped with two 19-gallon wing-mounted fuel tanks. Recovery personnel drained both tanks, recovering about 8 gallons from the left tank and 6 gallons from the right tank. Fuel samples showed a combination of blue-colored liquid (consistent with 100LL aviation fuel) and a yellow-colored liquid. The yellow sample smelled like fouled automotive fuel, and both samples tested negative for water. The owner stated that the airplane was always hangared and he did not use automotive gasoline, despite a supplemental type certificate allowing it.
The fuel system examination revealed worn rubber seals on both fuel caps. Continuity from the wing tanks to the carburetor was established. The airframe fuel strainer contained blue fuel and minor debris. The carburetor bowl drain plug was removed; no fuel was observed in the bowl. The fuel line from the strainer to the carburetor also contained no fuel. With the fuel selector in the left tank position, blue fuel flowed from the strainer; similarly, with the right tank position, blue fuel appeared. Water tests were negative.
Post-Accident Inspection
Examination of the recovered airframe and engine revealed no preaccident mechanical malfunctions or failures that would have precluded normal operation. An external fuel tank with 100LL fuel was connected to the engine supply line. The engine started on the first attempt and ran normally at various power settings for about five minutes. Both magnetos operated within normal parameters. At full throttle, the engine produced a static speed of approximately 2,300 rpm.
According to the Pilot’s Operating Handbook for a similar Cessna 172L, with 38 gallons of fuel at 7,500 ft msl and 2,300 rpm, endurance is about 6.1 hours with a range of 640 miles and a fuel consumption rate of about 6.2 gallons per hour. With 24 gallons, estimated endurance would be about 3.8 hours and range about 403 miles. The accident flight covered about 300 miles over 3.5 hours.
A fuel receipt from MOD indicated a purchase of 21.9 gallons of 100LL fuel. The airport manager reported no customer complaints regarding the 100LL fuel around the time of refueling, and routine testing of the fuel delivery systems showed no anomalies before or after. The pilot did not provide information about preflight inspection before departure.