YAKIMA, WA, USA
N9932E
Cessna 182P
While climbing out about 500 feet above the ground after a touch-and-go landing on runway 09, the engine began to run rough. The private pilot leveled the airplane and began a turn back to the airport. Witnesses described hearing the engine decrease in power as if the pilot was controlling the power reduction. The airplane then changed directions, began a steep descent, and approached the far end of runway 22 at a 'very high airspeed.' The airplane overran the runway into soft terrain. Its nose gear collapsed and it nosed over onto a fence. The pilot reported that he 'reset' the engine controls just prior to the touch-and-go, and then attempted to restart the engine after if began to run rough. No attempts to secure the engine for landing were reported. Immediately after the accident, the mixture control was found in a partially leaned (2/3 extended) position. Both fuel tanks were full. An examination of the engine and airframe did not reveal any evidence of preimpact mechanical malfunction. The pilot's last flight review was conducted 37 months prior to the accident.
On June 24, 1997, at 1820 Pacific daylight time, N9932E, a Cessna 182P, operated by Hawkeye Aviation, Inc., overran the runway at the Yakima Air Terminal, Yakima, Washington, and flipped over during a forced landing. The forced landing was precipitated by a loss of engine power during climb after takeoff. The airplane was substantially damaged and the private pilot, the sole occupant, was not injured. Visual meteorological conditions prevailed and a flight plan had not been filed. The personal flight was conducted under 14 CFR 91. In a written statement sent to the Safety Board (attached), the pilot stated that he was performing touch-and-go landings on runway 09 at the Yakima Air Terminal. After the second landing, the pilot "reset flight [and] engine controls while on landing roll.... applied takeoff power and rotated...." The pilot further reported that the engine "... gave loud pop and began surging and sputtering" as the airplane was climbing about 500 feet above the ground. The pilot stated that he attempted to restart the engine, then "lowered the nose" and began a shallow bank to the left. He elected to land on a taxiway. During the landing, he applied the brakes. He stated that the airplane "...left the taxiway and traveled into soft dirt and grass." The nose gear collapsed and airplane nosed over onto a fence. Several ground witnesses observed the accident (statements attached). One witness, an insurance claims adjuster, stated that the airplane was about 400 feet above the ground when the "...engine sounded as if the pilot had pulled off the power... [the pilot then] tried to add power and then the engine sputtered." The witness further stated that he saw the airplane turn left "...as though he was going to try a 180 [degree] left turn back to the [runway] 22 taxiway. He must have [seen] the hangar and rolled out of his turn facing north." The witness then observed the airplane touch down about 35 feet from the end of runway 22. Another witness, an aircraft mechanic, was working inside a hangar when he heard an aircraft engine "sputtering.'' He looked up and saw the accident airplane about 600 feet above the ground banking to the left. He stated that the airplane then turned about 180 degrees and was heading toward the ramp area. He observed the airplane then bank "... to the right in a steep dive for runway 22 at a very high airspeed...." He stated that the airplane "... touched down at the end of runway 22 at a very high airspeed...." The witness was one of the first persons at the scene of the accident. He stated that fuel was pouring out of both wings. He also stated that the carburetor heat control was in the full out position, and the engine fuel mixture control was in a partially leaned position, with about two-thirds of exposed shaft in view. Photographs of the airplane and engine controls (excerpts attached) were taken by local authorities at this time. Damage to the outboard portions of both wings, as well as the underside of the fuselage, was noted. According to the Cessna 182 Pilot Operating Handbook, under the "BEFORE LANDING" checklist, the second item is "Mixture-Rich." Under the "EMERGENCY LANDING WITHOUT ENGINE POWER" checklist, the first item is "pull mixture control to idle cutoff position." The engine and airframe were examined by a Federal Aviation Administration (FAA) aviation safety inspector from Spokane, Washington. According to the inspector (report attached), no evidence of preimpact mechanical malfunction was found. An examination of the airframe and engine maintenance records did not reveal any unresolved discrepancies or recent engine activity. The airplane was equipped with a Hoskin fuel flow indicator. The indicator was removed under Safety Board supervision and analyzed at facilities operated by Sandia Aerospace in Albuquerque, New Mexico. Information from the non-volatile memory was extracted. The total fuel remaining indicated 70 gallons. Information about fuel flow could not be retrieved. The pilot, age 66, held a private pilot certificate for single-engine land airplanes. He also had an instrument rating and reported that he had logged a total of 674 flight hours. The pilot reported that he had logged about 26 flight hours in type. His most recent biennial flight review was 37 months prior to the accident. According to a surface weather observation taken at the airport about six minutes after the accident, the wind was coming from a magnetic bearing of 090 degrees at 4 knots. The temperature was 77 degrees F, and the dewpoint was 37 degrees F.
The loss of engine power for undetermined reasons. Contributing to the accident was the soft terrain.
Source: NTSB Aviation Accident Database
Aviation Accidents App
In-Depth Access to Aviation Accident Reports
