Accident Overview
On February 10, 2011, at 1140 eastern standard time, a Cessna 182P, registration N25HD, impacted a tree during a forced landing near Lincoln Park Airport (N07), Lincoln Park, New Jersey. The pilot, the sole occupant, sustained serious injuries, and the airplane incurred substantial damage. Visual meteorological conditions prevailed, and no flight plan was filed for the local personal flight conducted under 14 CFR Part 91. The flight had departed from Morristown Municipal Airport (MMU) earlier that day at approximately 1115.
Preflight and Departure
The pilot reported arriving at MMU at 0945 and beginning the preflight inspection, which included preheating the engine compartment. He noted 38.8 gallons of fuel in the tanks as indicated on the engine digital monitor (JPI EDM-750), which agreed with the airplane’s fuel gauges. He visually confirmed the fuel levels and gently rocked the wings before sumping the tanks. The left wing fuel tank sump valve was stiff but yielded no issues; 16 ounces of clear blue 100 low lead fuel were drained from the gascolator with no contaminants. A subsequent sump of the left wing revealed 16 ounces of fuel with 2 to 3 drops of water. The startup, taxi, and ground run-up were unremarkable.
Flight and Loss of Power
After takeoff, the pilot climbed to 1,000 feet at full throttle, then adjusted to 23 inches manifold pressure and 2300 rpm, leveling at 1,800 feet. During the cruise to N07, he monitored the carburetor heat gauge. On nearing N07, he descended to pattern altitude of 1,200 feet and entered a 45-degree entry to the downwind for runway 01. On the downwind, he throttled back, adjusted descent to 90 mph, and lowered flaps to 10 degrees. He further reduced power and applied full carburetor heat.
When abeam the runway, the pilot attempted to add power to slow the descent but noted no response from the engine. He pumped the throttle twice with no response and established a best glide of 80 mph, ensuring carburetor heat was on. He retracted flaps and moved the fuel selector to the right wing fuel tank. On base leg, he pulled the engine primer and pumped it; the engine momentarily produced full power then died. He turned toward the runway and pumped the primer again, with the same result. After a third unsuccessful attempt, he realized the airplane would not reach the runway and elected to turn east toward a tree line, flying the airplane into a tree to avoid a building.
Weather and Pilot Information
The closest official weather observation was at Essex County Airport (CDW), Caldwell, New Jersey, about 4 miles south of the accident site. The 1053 METAR reported wind 320° at 7 knots, visibility 9 statute miles, clear skies, temperature -5°C, dew point -16°C, and altimeter 29.85 inHg.
The pilot held a private pilot certificate with ratings for airplane single-engine land, sea, and instrument, and a third-class medical certificate issued April 17, 2009, with limitations. He reported 1,177 total flight hours at the time of the accident.
Aircraft and Wreckage Information
The Cessna 182P is a four-place, all-metal, high-wing, single-engine airplane with fixed landing gear and a variable-pitch propeller. It was manufactured in 1972 (serial number 18261595) and had a standard airworthiness certificate. The engine was a Continental O-470-R (230 horsepower) with a Hartzell three-bladed propeller. A fuel bladder tank system was installed in each wing.
According to the responding FAA inspector, the airplane struck a tree about 1/4 mile short of the approach end of runway 01, adjacent to a parking lot. The impact attitude was nose below the horizon and right wing low. Damage included separation of the top wing section across the fuselage, shattered windshields, the left wing wrapped around the tree, crushed right wing leading edge, and the fuselage resting on its right side. The engine and cowlings separated from the firewall; the propeller remained attached with two blades bent aft and all blades at a low pitch angle.
Examination and Testing
A wreckage examination by the airplane manufacturer with FAA oversight found the fuel selector valve in the right wing tank position. No water was observed in the remaining fuel from the right tank, but evidence of ice and water was seen in the gascolator fuel bowl shortly after the accident. The carburetor heat was in the ON position, and the primer was fully extended. Propeller blades did not show signature damage consistent with engine power at impact. No mechanical discrepancies were found that would have prevented normal operation.
The engine was tested at the manufacturer’s facility with NTSB oversight. It started without hesitation and accelerated normally throughout the test, demonstrating rated horsepower.
Data retrieved from the JPI unit at the NTSB recorders laboratory showed the accident flight appeared normal until the last 25 seconds, when fuel flow dropped to zero and exhaust gas temperature (EGT) on all cylinders dropped sharply. No discrepancies were noted in any cylinder during the recorded flight. In the final seconds, fuel flow and EGT began to rise, then data stopped. The JPI recorded data every 6 seconds, with the last data point at 11:49:45 (JPI time, operator-settable).
Airworthiness Directive (AD) 84-10-0, aimed at preventing power loss due to water contamination, had been performed on the airplane on June 1, 1985, at 1,027 total airframe hours.
The pilot noted that the airplane was washed inside a hangar about a week prior to the accident flight and had not been flown since.