History of Flight
On September 4, 2010, at approximately 1336 eastern daylight time, a Cessna 182Q, registration N812KT, was substantially damaged during a forced landing in Virginia Beach, Virginia. The certificated private pilot sustained minor injuries. Visual meteorological conditions prevailed, and an IFR flight plan had been filed for the personal flight, which departed Fredrick Municipal Airport (FDK), Fredrick, Maryland, destined for Dare County Regional Airport (MQI), Manteo, North Carolina, conducted under Title 14 Code of Federal Regulations Part 91.
According to the pilot, the airplane had completed an "owner assisted" annual inspection on the morning of the accident flight, during which the No. 3 cylinder head had been replaced. Prior to departure from FDK, the mechanic who conducted the annual inspection performed a runup with no anomalies noted and released the airplane to the owner at approximately 1130. The pilot departed FDK for MQI at approximately 1201. He did not top off the fuel prior to departure, having checked his FS-450 fuel scan, which indicated 40 gallons, and estimated that the flight would require 27 gallons. After climbing to 8,000 feet mean sea level and entering cruise, he alternated power settings between 2100 and 2450 rpm every 20 to 30 minutes to break in the new cylinder. He also closely monitored the No. 3 cylinder head temperature and exhaust gas temperature, running a richer fuel/air mixture than usual. After approximately 1 hour and 20 minutes of flight (26 minutes from MQI), the engine stopped. He checked that both magnetos were on and declared an emergency with air traffic control. He attempted to glide to Oceana Naval Air Station (NTU) but realized a headwind would prevent reaching it. He spotted a sports field off his left side and decided to land there. He turned off the fuel, magnetos, and master switch. Upon touchdown, the nose wheel dug into the ground and the airplane nosed over, causing substantial damage.
Aircraft Information
The accident airplane was a four-seat, high-wing airplane of conventional construction with fixed tricycle landing gear, manufactured in 1978. It had been modified under an FAA-approved supplemental type certificate with a high-lift canard and installation of a Continental 260 horsepower IO-470-F engine. According to maintenance records, the most recent annual inspection was completed on the day of the accident, at which time the airplane had accrued 1,033.9 total hours of operation.
Meteorological Information
A weather observation taken 26 minutes after the accident at NTU included: winds from 220 degrees at 6 knots, gusting to 17 knots; visibility 10 miles; scattered clouds at 7,500 feet; temperature 28 degrees Celsius; dew point 13 degrees Celsius; altimeter setting 29.79 inches of mercury.
Wreckage and Impact Information
Examination of the accident site by FAA inspectors revealed three 300-foot-long ruts corresponding to the width of the landing gear, leading to where the airplane came to rest inverted. The airplane was substantially damaged: the top of the vertical stabilizer was crushed; the aft fuselage exhibited multiple deformations and crush damage, bent approximately 10 degrees down and to the right; the right wing had wrinkling of the upper surface and the right lift strut was bent; the nose landing gear assembly collapsed rearward; the spinner was crushed; the lower cowling was bent and crushed; one propeller blade was bent aft; the right canard was bent aft; and the right wheel pant was broken and separated.
Examination Findings
Engine examination revealed no evidence of preimpact mechanical malfunction. Both magnetos were functional, spark plugs were clean and properly gapped, drive train continuity was confirmed, thumb compression was present on all cylinders, and oil was present in galleries and rocker boxes. Fuel system examination revealed a total capacity of 92 gallons. The electric boost pump and engine-driven fuel pump were functional. However, a clear liquid was found in the fuel selector valve and in the fuel discharge line from the electric fuel pump. Approximately 16 fluid ounces of this clear liquid were recovered. When applied to a coupon with water-finding paste, the paste changed color, indicating the presence of water. The pilot, re-interviewed on October 19, 2010, stated that the last refueling prior to the accident flight was on August 20, 2010, at MQI. The airplane usually had about 30 gallons of fuel. He did not sump the airplane before takeoff on the accident flight as he was "in a hurry."