Deer Valley, AZ, USA
N33PA
Cessna 182Q
The airplane experienced a loss of engine power during the takeoff initial climb and collided with terrain during an attempted return to runway maneuver. The pilot reported that about 200 to 300 feet above ground level there was a loud bang from engine area followed by a strong vibration. The pilot executed a left turn toward a landing area. The passenger reported that the airplane stalled after completing a 180-degree turn back towards the runway. The airplane impacted the ground in a 60-degree nose down attitude. A post accident examination of the airframe and engine found several discrepancies with the fuel system and the engine installation; however, none of these either individually or collectively would have caused the loss of power.
HISTORY OF FLIGHT On June 15, 2002, at 0720 mountain standard time, a Cessna 182Q, N33PA, experienced a loss of engine power during the takeoff initial climb and collided with terrain at Deer Valley, Arizona, airport. The pilot/owner was operating the airplane under the provisions of 14 CFR Part 91. The private pilot and passenger sustained serious injuries. The airplane sustained substantial damage. The personal flight was originating at the time and destined for Sedona, Arizona. Visual meteorological conditions prevailed, and no flight plan had been filed. The pilot reported that he after he lifted off on runway 7L, and as the airplane achieved about 200 to 300 feet above ground level, there was a "loud bang" from the engine area followed by a strong vibration. The pilot further said that he executed a left turn with tower permission for emergency landing in field. He said that "Due to being low and slow I chose dirt area rather than asphalt runway to impact." According to the passenger's statement, the pilot stalled the airplane after completing a 180-degree turn back towards the runway. The airplane impacted the ground in a 60-degree nose down attitude. PERSONNEL INFORMATION The certificated private pilot reported a total flight time of 947 hours, with 872 hours in the Cessna 182. His most recent biennial flight review occurred on July 28, 2000, in the 182. The pilot's last documented third-class flight physical occurred on June 22, 2000. AIRCRAFT INFORMATION According to the pilot's report, the last annual inspection occurred on September 10, 2001, at 2,644.6 hours total time. At the time of the accident, the airframe had 2,696.2 hours total time, and 448 hours since an engine overhaul. The last documented engine logbook entry for an oil change by the owner was dated June 5, 2002, at a tachometer time of 196.1. The tachometer reading at the wreckage examination was 196.2. WRECKAGE AND IMPACT INFORMATION The National Transportation Safety Board investigator did not respond to the accident site. According to a Federal Aviation Administration (FAA) inspector, the approximate heading of the wreckage was 230 degrees magnetic. The wreckage was located approximately 200 feet short of runway 25R, and 300 feet right of the runway centerline. Impact crush angles were consistent with a 60-degree nose down attitude. TESTS AND RESEARCH Following recovery of the airplane to the facilities of Air Transport, Phoenix, Arizona, the airframe and engine were examined on July 23, 2002, and again on October 10, 2002. The engine examination revealed positive valve and gear train continuity. All cylinders revealed positive compression. Both magneto impulse couplings functioned at the appropriate times and both magnetos fired at all ignition leads. The carburetor was intact with mixture control impact damage. The metal float and needle valve were free to move. The carburetor was clean and clear of contamination. The throttle and mixture controls were attached. Examination of the sparkplugs, according to the Champion reference guide, revealed moderate wear to the electrodes with dark deposits in the area of the electrodes. The oil filter was clean and clear of foreign materials. The exhaust muffler was examined internally and found to be free of internal damage. The fuel filter was clean. The exhaust system and general engine compartment was examined for security. The number 6 intake and exhaust lifters were spalled, with the exhaust lifter being the worst of the two. The number 6 exhaust lobe of the camshaft was heavily worn. The right intake tube was found disconnected from the rubber coupling at cylinder number 1 just under the oil filter canister. One clamp was found to be missing from the coupling, but later found in the engine compartment. The clamp had failed at its band. Signatures at the clamp screw tower revealed a possible impact mark from the engine mount from the accident sequence. The Slick Electro magnetos were taken to an FAA approved accessory shop for functional testing. Nothing was found that would have prevented them from functioning properly. The flexible fuel hoses on the left tank lines were brittle and flaking apart. No fuel stains were observed around the lines. Both fuel caps were vented and their gaskets were hard. The fuel tank finger screens were free of debris. Some sediment was observed in the fuel strainer, but the screen was clean. No fuel was observed during the examinations, including in the fuel strainer and carburetor. The fuel selector was in the "Both" position. A box of engine spare induction hoses, clamps, and other parts were recovered from the baggage compartment of the airplane. ADDITIONAL INFORMATION The wreckage was released to the insurance company representative on August 5, 2004.
a loss of engine power for undetermined reasons during the takeoff initial climb, and, the pilot's failure to maintain an adequate airspeed while maneuvering to return to the runway, which resulted in a stall.
Source: NTSB Aviation Accident Database
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