N28BC

HISTORY OF FLIGHTOn April 19, 2012, at 1600 eastern daylight time, a Cessna 172R, N28BC, operated by Eastern Kentucky University (EKU), was substantially damaged after impacting a tree during landing roll, after a forced landing in Richmond, Kentucky. The certificated flight instructor and student pilot were not injured. Visual meteorological conditions prevailed and no flight plan had been filed for the instructional flight, which was conducted under the provisions of Title 14 Code of Federal Regulations (CFR) Part 91, between Hisle Field Airport (75KY), Winchester, Kentucky, and Madison Airport (I39), Richmond, Kentucky.

According to the flight instructor, earlier that day before departing I39 for 75KY he watched his student perform the preflight on airplane, and watched his student "dip" the fuel tanks with a "fuel stick" to visually check the fuel level in the fuel tanks.

Upon getting in the airplane for their one hour long training flight he asked the student how much fuel was in each tank. His student advised him that they had 21.5 gallons of fuel in one tank and 20 gallons in the other.

Once the airplane was started the flight instructor then verified the fuel level by looking at the fuel gauges. Both tanks were "registering" 20 gallons on the fuel gauges prior to departure.

After departing I39 they flew to 75KY which was located approximately 20 miles northeast of I39 to conduct a short field and soft field training lesson on the grass runway which was located there. After 30 or 45 minutes of training they departed 75KY for I39.

On the way back to I39, the flight instructor noticed that the fuel gauges were reading low. They continued however on a direct course to I39. When they were approximately 5 miles to the north of I39, the engine started to sputter, and the flight instructor took over control of the airplane. He then turned on the fuel pump and richened the mixture, and the engine started running normally again. At this point he decided to climb and get as much altitude as possible while maintaining a direct course for I39. Approximately 1 minute later, while climbing through 3,500 feet above mean sea level, the engine lost power. The flight instructor then performed the "emergency procedures" and attempted to restart the engine without result. He then realized that they would be unable to make the runway so he decided to make an off airport landing. He chose a field and then proceeded with an emergency landing. The emergency landing was uneventful and the airplane touched down in the grass covered field in slightly uphill terrain.

During the landing rollout as the airplane came to the crest of the hill he saw a tree immediately in front of them. He put in full control input to the left to try and miss the tree but, he could not get the airplane to turn to the left fast enough, and the right wing impacted the tree. PERSONNEL INFORMATIONFlight Instructor

According to Federal Aviation Administration (FAA) and pilot records, the flight instructor held a commercial pilot certificate with ratings for airplane single-engine land and instrument airplane. He also held a flight instructor certificate with a rating for airplane single engine. His most recent FAA first-class medical certificate was issued on July 21, 2011. He reported that he had accrued 453 total hours of flight experience, 351 hours of which were in the accident airplane make and model, 321 hours as pilot in command, and 157 hours as a flight instructor.

Student Pilot

According to FAA and pilot records, the student pilot held a student pilot certificate. His most recent FAA first-class medical certificate was issued on January 13, 2012. He reported that he had accrued 17 total hours of flight experience. AIRCRAFT INFORMATIONThe accident aircraft was a high wing, strut braced, four place, single engine airplane of conventional construction. It was powered by a 160 horsepower, four cylinder, fuel injected engine.

It was certificated for flight in instrument meteorological conditions and was equipped with analog instruments with all of the flight instruments contained in a single panel located in front of the pilot.

These instruments were designed around the basic "T" configuration. A fuel quantity indicator was located just to the left of the flight instruments and a multi-function annunciator was located above the altimeter. It provided caution and warning messages for fuel quantity, oil pressure, low vacuum, and low voltage situations.

According to FAA and airplane maintenance records, the airplane was manufactured in 2000 and was delivered to an owner in Canada, where it carried the Canadian registration of C-GGPN.

On September 27, 2002 it was removed from Canadian registry and imported into the United States after being purchased by a company headquartered in Texas. On July 9, 2003 it was sold to the owner who was in possession of the airplane at the time of the accident.

On April 30, 2007, it was involved in a previous accident in Livermore, California (SEA07CA120), when the airplane impacted a runway in a nose low attitude and incurred substantial damage to the firewall.

The airplane's most recent annual inspection was completed on March 20, 2012. At the time of the inspection, the airplane had accrued approximately 6,040 total hours of operation. METEOROLOGICAL INFORMATIONThe reported weather at I39, at 1555, included: winds 060 degrees at 3 knots, 10 miles visibility, sky clear, temperature 22 degrees C, dew point 05 degrees C, and an altimeter setting of 30.01 inches of mercury. AIRPORT INFORMATIONThe accident aircraft was a high wing, strut braced, four place, single engine airplane of conventional construction. It was powered by a 160 horsepower, four cylinder, fuel injected engine.

It was certificated for flight in instrument meteorological conditions and was equipped with analog instruments with all of the flight instruments contained in a single panel located in front of the pilot.

These instruments were designed around the basic "T" configuration. A fuel quantity indicator was located just to the left of the flight instruments and a multi-function annunciator was located above the altimeter. It provided caution and warning messages for fuel quantity, oil pressure, low vacuum, and low voltage situations.

According to FAA and airplane maintenance records, the airplane was manufactured in 2000 and was delivered to an owner in Canada, where it carried the Canadian registration of C-GGPN.

On September 27, 2002 it was removed from Canadian registry and imported into the United States after being purchased by a company headquartered in Texas. On July 9, 2003 it was sold to the owner who was in possession of the airplane at the time of the accident.

On April 30, 2007, it was involved in a previous accident in Livermore, California (SEA07CA120), when the airplane impacted a runway in a nose low attitude and incurred substantial damage to the firewall.

The airplane's most recent annual inspection was completed on March 20, 2012. At the time of the inspection, the airplane had accrued approximately 6,040 total hours of operation. WRECKAGE AND IMPACT INFORMATIONExamination of the accident site revealed that during the emergency landing the airplane struck powerlines before touching down in a field of knee high grass. After touchdown, the airplane traveled approximately 510 feet on an approximate 180 degree magnetic heading before cresting a hill, impacting a tree with the right wing, pivoted 180 degrees, traveling backward down the hill and coming to rest 670 feet from where it touched down. Evidence of braking was visible for approximately the first 40 feet.

Examination of the wreckage by an FAA inspector revealed no evidence of any preimpact mechanical failures or malfunctions of the airplane or engine that would have precluded normal operation, and that the airplane was substantially damaged.

The right wing outboard of the right fuel tank was crumpled back and the leading edge was torn away. The right aileron was torn at the hinge point, the right inboard flap was jammed into the fuselage above the rear window, the window was broken, and the top of the fuselage was crumpled.

The right horizontal stabilizer was bent and the right elevator trim tab was bent down. The left horizontal stabilizer was bent and the left elevator was bent downward.

The right door was also jammed shut, and the right window had popped open and was unable to be closed.

Both fuel tank caps were closed. The fuel tanks were devoid of fuel, and neither was breached. There also was no fresh fuel staining above or below the wings, or on the belly of the airplane. With electrical power both off and selected on, the fuel quantity indicator read "0" for both fuel tanks. The fuel selector was in "BOTH" and the fuel shut off valve was open.

Fuel was present in the fuel strainer but, no fuel was found in the fuel line from the fuel strainer to the engine driven pump.

Engine Run

Both magnetos produced spark and 7 quarts of oil was present in the engine. After adding 5-gallons of 100LL aviation gasoline to the left wing tank, the electric fuel pump was turned on and the engine was started. Starting was normal and the engine was accelerated up to 1,800 rpm before the airplane began to slide on the long grass of the field. A magneto check was then performed and both magnetos dropped approximately 100 rpm. The fuel selector was then switched between the "LEFT" and "BOTH". During the engine run, no fuel leakage was observed.

Re-Examination

On April 20, 2012 the airplane was moved to I39 where fuel staining was observed on the lower fuselage just aft of the firewall by EKU personnel. As a result, on April 25, 2012, a reexamination was conducted. During the reexamination, the fuel strainer was reexamined and no leakage or anomalies were noted. The floor and wings were also opened up and no evidence of leakage or staining was discovered. Examination ...