Ojai, CA, USA
N3850D
CESSNA 182
The airplane was on the return leg of a cross-country flight and the pilot added about 16 gallons of fuel before departure. During the flight, he noticed that the alternator-out light was illuminated, and the voltmeter indicated a discharge, but this would not have affected the already-running engine. The airplane was in cruise flight at 7,500 feet mean sea level when it suddenly lost engine power; the pilot said that the power did not decrease gradually or sputter. The pilot indicated that he tried numerous methods to restart the engine without success. The direct-sight fuel gauges were indicating between the 1/4 and 1/3 levels. The airplane was losing altitude, and the pilot decided to try to land on a golf course. He left the flaps in the up position to extend his glide. During the final stage of the descent, the right wing hit a tree. After touchdown, the airplane hit a bush and spun around before coming to a stop. Examination of the wreckage revealed no evidence of preimpact mechanical malfunction of the airframe or engine that would have precluded normal operation. The environmental conditions were not conducive to carburetor icing.
HISTORY OF FLIGHT On August 23, 2010, about 1715 Pacific daylight time, a Cessna 182A, N3850D, collided with trees during a forced landing near Ojai, California. The owner was operating the airplane under the provisions of 14 Code of Federal Regulations (CFR) Part 91. The commercial pilot sustained minor injuries. The airplane sustained substantial damage from impact forces. The cross-country personal flight departed McClellan Airfield, Sacramento, California, about 1430, with a planned destination of Santa Paula, California. Visual meteorological conditions prevailed, and no flight plan had been filed. A Federal Aviation Administration (FAA) inspector interviewed the pilot several days after the accident. The pilot reported that he had flown to Sacramento, and added about 16 gallons of fuel for the return trip to Santa Paula. The pilot stated that he was receiving flight following from air traffic control when he noticed that the alternator out light was illuminated. The voltmeter indicated a discharge at approximately 12.2 volts. The pilot cycled the alternator switch and circuit breaker, but the charging system never came back on line. He decreased the electrical load to a minimum leaving on only one radio, the transponder, and audio panel. He cancelled his flight following. The airplane was in cruise flight at 7,500 feet mean sea level (msl) when it sustained an instantaneous loss of engine power; it did not decrease gradually or sputter. The pilot indicated that he tried numerous methods to restart the engine. He cycled the throttle and mixture controls, cycled the ignition switch, and cycled the fuel selector valve between individual tanks and the both position. He did not cycle the carburetor heat control as he believed there was no heat with the engine not running. The engine sputtered a couple of times, but did not start and regain power. The pilot stated that the direct sight reading fuel gauges were indicating between the 1/4 and 1/3 levels. The airplane was losing altitude, and he decided to attempt a landing on a golf course. He left the flaps in the up/retracted position to extend his glide. During the final stage of the descent, the right wing hit a tree. After touchdown, the airplane hit a bush, and spun around before coming to a stop. TESTS AND RESEARCH The National Transportation Safety Board (NTSB) investigator-in-charge (IIC) and an investigator from Continental Motors, Inc. (CMI) examined the airplane on February 10, 2011, at the facilities of Ray’s Aviation, Santa Paula. A detailed report is in the public docket. No evidence of preimpact mechanical malfunction was noted during the examination. Airframe The airframe was in multiple pieces in the hangar. A flight control continuity check could not be performed. The airplane had an Electronics International, Inc., UBG-16 engine analyzer, serial number 095482, with an MUX-8A data recorder. The NTSB’s Vehicle Recorders division examined the unit, and was unable to recover any data. It appeared that a mounting screw had been installed through a wire to the unit. Engine The engine was a Teledyne Continental Motors O-470, serial number 832918-R. A boroscope inspection revealed no mechanical deformation on the valves, cylinder walls, or internal cylinder head. Investigators manually rotated the crankshaft with the propeller, and established mechanical continuity. Investigators obtained thumb compression on all cylinders in firing order. Both magnetos produced spark at all posts. Visual examination revealed that the alternator belt was not present. No loose connections were noted on the alternator. The atmospheric conditions were not conducive to carburetor icing.
A 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.
Source: NTSB Aviation Accident Database
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