San Antonio, TX, USA
N2225T
Cessna TR182
The flight instructor and his student had just departed and climbed to an altitude of 1,700 feet mean sea level (msl), when they began to smell a burning odor in the cockpit followed by a rough running engine and a sudden loss of power. The flight instructor made several attempts to re-start the engine before he executed a gear-up, forced landing to a strawberry field at night. Upon touch down, the airplane's left wing contacted the ground resulting in substantial damage to the spar. A witness, who observed the airplane while airborne, said that he saw flames coming from the engine compartment. Examination of the engine cowling revealed there was a localized area of paint discoloration and blistering in the area where the turbo charger was located. Further examination of the engine revealed that the turbocharger exhaust stack had separated at an area where it had been welded. A review of the engine logbooks revealed there was no entry made regarding a weld in this area, so it could not be determined who or when the weld was made.
On February 7, 2008, at approximately 2027 central standard time, a Cessna TR182, N2225T, sustained substantial damage when it made a forced landing to a field after a loss of engine power. The certified flight instructor and the student pilot were not injured. The airplane was registered to Laguna Verde Leasing Incorporated, Wilmington, Delaware, and operated by Alpha Tango Flying Services, of San Antonio, Texas. No flight plan was filed for the flight that departed the Stinson Municipal Airport (SSR), near San Antonio, Texas, about 2015, en route to San Antonio International Airport (SAT), near San Antonio, Texas. Visual meteorological conditions prevailed for the instructional flight conducted under 14 Code of Federal Regulations (CFR) Part 91. In a written statement, the flight instructor stated that he performed an engine run-up prior to departure from Stinson Airport and everything appeared to be normal. Shortly after take off, at an altitude of 1,700 feet mean sea level (msl), he and the student began to smell a burning odor in the cockpit followed by a rough running engine and a "sudden" loss of power. The flight instructor made several attempts to re-start the engine before he made a gear-up, forced landing to a field. According to the student pilot, he said that shortly after departing Stinson, he began to smell "the odor of insulation." Then, the engine "coughed and the power was gone." The student said that the flight instructor made several attempts to re-start the engine as he made a 180 degree turn back toward Stinson Airport; however, he realized that there was not enough altitude to make the airport. The student identified a open field, and the fight instructor prepared for a gear-up, forced landing. Upon touch down, the airplane's left wing contacted the ground, and the airplane slid for about 500 feet before it came to a stop. The flight instructor and student pilot exited the airplane and waited for rescue personnel. In addition, a person who observed the airplane while airborne, responded to the site, and mentioned that he saw flames coming from the engine compartment. A Federal Aviation Administration (FAA) safety inspector performed an on-scene investigation. According to the inspector, the airplane came to rest in a recently plowed strawberry field. The airplane was relatively undamaged except for the left wing, which sustained structural damage to the spar. The propeller blades were also damaged. Examination of the engine cowling revealed there was a localized area of paint discoloration and blistering in the area where the turbo charger was located. Further examination of the engine revealed that the turbocharger exhaust stack separated at an area where there was an approximately 4-inch-long weld. A review of the engine logbooks revealed there was no entry made regarding a weld repair in this area, so it could not be determined who or when the weld was made. The airplane's last annual inspection was conducted on October 10, 2007. At that time, the airplane had accrued a total of 5,308.2 hours, and the recently overhauled engine had accumulated 156.8 hours. The flight instructor held a commercial pilot certificate for airplane single and multi-engine land, and instrument airplane. In addition, he held a certified flight instructor rating for airplane single and multi-engine land, and instrument airplane. His last FAA first class medical was issued on October 12, 2007. At that time, he reported a total of 1,250 hours of flight time. Weather at San Antonio International Airport, at 1953, was reported as wind from 320 degrees at 5 knots, visibility 10 miles, clear skies, temperature 54 degrees Fahrenheit, dewpoint 39 degrees Fahrenheit, and a barometric pressure setting of 30.04 inches of Mercury. The operator did not submit a completed NTSB form 6120.1, Pilot/Operator Aircraft Accident/Incident report as requested at the time this report was prepared.
Separation of the turbocharger exhaust stack, which resulted in a loss of engine power.
Source: NTSB Aviation Accident Database
Aviation Accidents App
In-Depth Access to Aviation Accident Reports
