History of Flight
On June 27, 2011, about 1735 central daylight time, a Cessna 182, registration N759ZS, departed from Holly Springs-Marshall County Airport (M41), Holly Springs, Mississippi, for a personal flight to John Farese Airpark (MS14), Ashland, Mississippi. Visual meteorological conditions prevailed, and no flight plan was filed. After takeoff, while climbing through approximately 400 feet above ground level and beginning a left turn, the engine and propeller stopped. The pilot activated the ballistic recovery system, and the airplane's wings struck trees about 30 feet above ground level before impacting the ground.
The pilot reported no preimpact mechanical malfunctions. A local mechanic stated that the airplane had undergone an annual inspection and installation of a ballistic recovery system. The mechanic informed the pilot that the fuel selector valve was in the OFF position, and the pilot acknowledged that he would address it. The pilot stated that during the preflight run-up, he touched the fuel selector lever to verify it was set to BOTH, but noted it was not pointed toward either wing.
Personnel Information
The pilot, age 67, held a private pilot certificate with ratings for airplane single-engine land, multiengine land, free balloon, and instrument airplane. His most recent FAA third-class medical certificate was issued on April 4, 2011. He reported 3,662 total flight hours, with 186 hours in the accident airplane make and model.
Aircraft Information
The airplane was manufactured in 1978 and issued an FAA airworthiness certificate on April 25, 1978. It was equipped with a Continental Motors IO-470F engine. The most recent annual inspection was completed on June 27, 2011, at which time the aircraft total time was 2,178.4 hours, tachometer 1,243.4 hours, and engine time in service 637.4 hours. The tachometer in the wreckage indicated 1,243.6 hours.
Meteorological Information
The 1745 weather observation at Olive Branch Airport (OLV), about 10 miles northwest of the accident location, included wind from 200 degrees at 18 knots, visibility 8 miles, temperature 32°C, dew point 24°C, and altimeter 29.90 inches of mercury.
Wreckage and Impact Information
The airplane was found upright between two trees. The left wing was bent at the fuselage attach point with leading edge impact damage. The right wing was bent approximately mid-span. The ballistic parachute deployed and remained attached. The engine and propeller showed little damage. A canard system remained attached and undamaged.
According to maintenance records, the airplane was fueled with 50 gallons of 100LL on June 22, 2011, and 18.3 gallons on the day of the accident. The recovery company reported about 60 gallons of fuel onboard at recovery.
A follow-on examination on July 5, 2011, found the fuel selector valve in the OFF position. The cockpit floor was bowed, and the cabin roof had crush damage, partly from transportation. Flight control continuity was confirmed for ailerons, elevator, rudder, and flaps. The engine was examined; spark plugs appeared light gray with normal wear. All cylinders except No. 2 had normal carbon deposits; No. 2 had been replaced during the annual inspection. The electric fuel pump and fuel bowl drain were impact damaged. After adding fuel from the airplane to the right wing fuel line and setting the selector to RIGHT TANK, the engine started and ran smoothly at idle and up to 1500 rpm using manual hand priming and air pressure.
The BRS handle was found extended with no anomalies. The pilot seatbelt and shoulder harness were found unfastened; the left front seatbelt had slight web stretching. Seat frame and tracks showed no deformation.
Additional Information
The ballistic recovery system included a rocket-deployed parachute designed to lower the airplane. It consisted of an activation handle, rocket motor, and an aluminum canister containing a 2,400-square-foot round parachute, deployment bag, and harness assembly. The parachute was attached to the airplane via four-point Kevlar harness straps. The system was activated by pulling a handle between the seats. According to the manufacturer, about 300 feet of altitude may be lost during deployment and recovery.