History of Flight
On February 22, 2025, at 1545 eastern standard time, a Cessna 172P, N781FM, was substantially damaged during an accident near Mayo, Maryland. The student pilot sustained minor injuries. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 solo instructional flight.
The student pilot reported departing Delaware Airpark (33N), Dover, Delaware, at 1512, en route to Tipton Airport (FME), Odenton, Maryland. ADS-B flight track data showed the airplane reached the mouth of the Chester River at about 2,300 ft and began a gradual descent in a cruise profile. It crossed the river mouth to the northern tip of Kent Island, continuing the descent.
About 1536, the airplane turned and paralleled the Chesapeake Bay Bridge at about 1,800 ft, then turned westbound over the Chesapeake Bay. Before reaching the bay's western shore, it turned southwest and paralleled the shoreline, entering a gradual descent abeam Hackett Point, Maryland. The student pilot stated he maintained cruise engine power at about 2300 rpm throughout the en route descent to fly below overlying Class B airspace and proceed to a nearby practice area.
About 1543, while at about 1,500 ft, the airplane experienced a sudden total loss of engine power. The student pilot described it as feeling like the engine was “pulled to idle.” An air traffic controller offered an airport 3 miles west, but the airplane's altitude was less than 1,000 ft. The student pilot manipulated the throttle control without response. He confirmed the mixture control was set to full rich, the fuel selector was in the Both position, and the primer was locked. He then pulled the carburetor heat with no effect and pushed it back in, then looked for a landing site.
The student pilot selected a road for the forced landing. The right wing impacted trees about 10 ft above the surface, and the airplane continued striking trees after ground contact, coming to rest upright against trees off the side of the road. The student pilot egressed without assistance.
Pilot Information
The student pilot held an FAA first-class medical certificate issued February 29, 2024. He reported 71.8 total hours of flight experience, 46.6 hours in the accident airplane make and model.
Aircraft Information
The airplane was manufactured in 1980 and powered by a Lycoming O-360-A4M 180-horsepower engine. Its most recent 100-hour inspection was completed December 13, 2024, at 9,986.0 total aircraft hours. The tachometer showed 10,080.6 total aircraft hours at the accident site.
According to the Cessna 172P pilot's operating handbook (POH), the engine cruise power normal operating range (tachometer green arc) at sea level was defined as 2100 to 2450 rpm. The POH's amplified normal procedures for cruise flight noted that carburetor ice, evidenced by an unexplained drop in rpm, can be removed by application of full carburetor heat. Upon regaining the original rpm (with heat off), the minimum amount of heat should be used to prevent ice from forming.
The POH's Descent checklist included items for fuel selector valve (Both), mixture (adjust for smooth operation, full rich for idle power), power (as desired), and carburetor heat (full heat as required to prevent carburetor icing). The Before Landing checklist included “Carburetor heat – on (apply full heat before reducing power).” A note in Normal Landing procedures stated, “Carburetor heat should be applied prior to any significant reduction or closing of the throttle.”
The POH's Engine Failure During Flight checklist specified: airspeed 65 kts indicated, carburetor heat on, fuel selector valve Both, mixture rich, ignition switch Both (or start if propeller stopped), primer in and locked.
Meteorological Information
According to the FAA Carburetor Icing Probability Chart, the atmospheric conditions at the time of the accident were conducive to the formation of carburetor icing at “glide or cruise power.” The student pilot's flight instructor calculated that 2,300 rpm equated to 65% power in the accident airplane.
Wreckage and Impact Information
Initial examination at the site showed the airplane resting upright on its nose and against trees in a drainage swale on the side of a two-lane road. An odor of fuel was present, but fuel tank contents could not be established due to the airplane's position. Both wings were substantially damaged. The cockpit, cabin area, empennage, and tail section appeared largely intact. The engine was still attached but displaced from its mounts. The fuel boost pump switch was found in the “on” position. The airplane was photographed and recovered to a local airport, then to secure storage.
During recovery, flight control continuity was established from the cockpit to all surfaces; aileron continuity was confirmed from the yoke to cuts made during recovery and from cuts to ailerons.
Engine examination found no abnormality preventing normal operation. The engine fuel system was intact; the fuel pump was secured to the accessory housing and undamaged. There was no damage to primer lines or the carburetor, and throttle and mixture arms moved freely. The carburetor air box was partially crushed with the carburetor heat valve seized mostly open.
For an engine test run, controls were disconnected, the damaged propeller removed, and the engine installed in a test stand with a serviceable propeller. The engine started immediately, idled, accelerated, and ran smoothly at full power for several minutes with no anomaly. Magneto and oil pressure checks were normal. Engine power was reduced to idle, running smoothly. Magneto grounding was normal, and a slight rpm rise occurred when mixture was pulled to idle-cutoff. The engine was stopped via mixture at idle-cutoff. Postrun examination showed no leaks or abnormalities.
Other Information
The investigation did not determine a probable cause.