NTSB Factual Report

On October 17, 2011, at 1100, eastern daylight time, a Cessna R172K, N758GY, registered to and operated by an individual, incurred substantial damage during a force landing following a total loss of engine power in Williamsburg, Virginia. The pilot and passenger were not injured. Visual meteorological conditions prevailed and no flight plan was filed for the Title 14 Code of Federal Regulations Part 91, personal flight. The flight originated from Williamsburg-Jamestown Airport (JGG), Williamsburg, Virginia, about 1000.

The pilot stated that he and his passenger departed JGG for a short sightseeing flight up the coast of the Chesapeake Bay area. On the return back to JGG, while slowly descending through 1,500 feet to pattern altitude, 3 to 4 miles from the airport, the engine lost power; however, the propeller continued to windmill. The pilot was not able to restart the engine and elected to make emergency landing to his right in an open field. He noted high trees on the southwestern side and a parking garage with an adjacent empty parking lot on the other side. He maneuvered the airplane in a right 180-degrees turn, cleared the trees, and descended with full flaps. He touched down in the center of the field, applied brakes, and aimed for the parking lot. The left wing hit the corner of the parking garage and then the nose wheel collapsed after making contact with a curb. The airplane spun and the tail section hit a lamppost before coming to a stop. He and the passenger were able to exit the plane unassisted.

The responding Federal Aviation Administration (FAA) inspector stated that the propeller was observed in low pitch with both propeller blades tip damaged; one blade with damage to the leading edge and the other bent aft. The leading edge of the right wing was observed with spar damage and the left wing was damage at the trailing edge aileron section. The empennage section was bent 90 degrees to the right and down aft of the baggage door. The ignition switch was observed in the off position, the master switch in off position, and all engine controls levers in the full forward position. The auxiliary fuel pump switch was in the off position and the fuel selector in the “Both” position. Flap selector was in the up position with the indicator showing 30 degrees down; actual flap position was estimated at 10 degrees. The elevator trim indicated slightly up and rudder trim indicated slight nose right. Fuel was located at the fuel strainer and estimated 20 gallons of fuel was drained from the aircraft. The airplane’s fuel vent system was checked and no defects noted.

A post recovery examination of the engine was conducted by FAA representatives. Engine controls were operated with no defects noted. The left magneto was removed and engine crankshaft continuity was established. A thumb cylinder compression test was performed with no defects noted. All fuel lines were visually inspected with no defects noted. Fuel was observed at the fuel injection distributor and the mechanical fuel pump. The mechanical fuel pump operated properly when checked.

With FAA oversight the engine was ran at the manufacturer’s facility. The engine run did not indicate any abnormalities that would have prevented normal operation and production of rated power.

Data retrieved for the onboard airplane’s engine data monitoring unit recorded the engine cylinder head and exhaust gas temperatures for all six cylinders. At the time of the loss of power the temperature drop for all six cylinders was consistent with a sudden stop of combustion.

NTSB Probable Cause

A total loss of engine power for reasons that could not be determined because postaccident examination of the airframe and engine did not reveal any anomalies that would have precluded normal operation.