NTSB Factual Report

On November 25, 2017, about 1455 central standard time, a Textron Aviation (formerly Cessna) 172N airplane, N739KW, sustained substantial damage following a partial loss of engine power and forced landing about two miles south of Oloh, Mississippi. The certificated private pilot in the left front seat and the passenger in the front right seat sustained no injury, and the passenger in the left rear seat sustained minor injuries. The airplane was registered to a private individual and was operated by the pilot as a 14 Code of Federal Regulations Part 91 visual flight rules personal flight. Visual meteorological conditions were present at the time of the accident and no flight plan was filed. The airplane departed from the McComb-Pike County Airport, McComb, Mississippi, about 1405.

The pilot reported that the purpose of the flight was for sightseeing with the two passengers. After departing the McComb-Pike County Airport, the pilot was flying enroute to the Hattiesburg Bobby L. Chain Airport, Hattiesburg, Mississippi. At 3,500 feet mean sea level with the power at about 85 percent, the mixture leaned out slightly, and with the engine gas temperatures observed at normal, the engine produced a "very rapid metallic banging/clanging noise" along with an instant loss of engine RPM. The pilot immediately applied the carburetor heat and checked the engine oil pressure, the engine oil temperature, and the engine gas temperature and noticed all gauges were in the normal operating range.

According to the pilot, the engine was creating a "violent shaking" of the entire airframe. After about 20 seconds of the carburetor heat applied, the pilot applied full mixture and started adjusting the throttle to see if he could obtain more power. He reported that with more power applied, the shaking became more violent along with a loss of engine RPM. The pilot realized that the power the engine was producing at this point was not sufficient to hold altitude. He then reduced the power and the shaking subsequently reduced, but the shaking did not stop.

The pilot assessed his current location, and the distance from the destination airport and determined that the airplane would be unable to glide the full distance. The pilot also assessed turning back to another airport and determined that the airplane would be unable to make this distance. The pilot decided to conduct a landing to a nearby open field. He reported at this point, the engine was just above idle, but still not producing sufficient power to hold existing altitude or assist in gliding to an airport.

As the pilot was deciding which field he was going to land to, he made wide, slow turns holding as much altitude as possible. The pilot selected a flat field and steeped his turn for an emergency landing profile. Once the airplane descended and the pilot was committed to landing at the field, he realized there were large power lines traversing across the approach end of the field. Once over the power lines, the pilot "slipped" the airplane to lose as much altitude as quickly as possible. He reported the "slip" got the airplane on the ground faster, but also increased the airspeed.

Once on the ground, the pilot attempted to apply the brakes on the damp grass but realized the airplane was going too fast and was not going to stop by the end of the field. At the end of the field, the pilot observed various trees and a small driveway size opening. Using the rudder authority he had left, the pilot maneuvered the airplane to the right, placing the fuselage into the opening. As the airplane skid towards the tree line, the airplane traveled through a barbed wire fence, and the right wing impacted a tree, turning the airplane to the right about 90 degrees. The left wing dug into the ground, stopping the forward movement of the airplane. The airplane came to rest on the nose wheel and the left main landing gear, with the empennage elevated in the air. The pilot performed a shutdown and the three occupants egressed without further incident.

A Federal Aviation Administration (FAA) aviation safety inspector (ASI) responded to the accident site. During a postaccident on scene inspection of the accident airplane, a fuel sample was obtained, and no contamination was found. The FAA ASI reported that both fuel cells in each wing remained intact with no ruptures observed and the fuel quantity was unable to be verified due to the extreme positioning of both wings.

The airplane sustained substantial damage to both wings and the fuselage. The airplane was recovered and transported to a secure location for a future examination of the airframe and engine.