History of Flight
On February 9, 2012, at 1345 eastern standard time, a Cessna T182T (N6062E) was substantially damaged when it impacted terrain while returning to land after takeoff from Lebanon Municipal Airport (LEB), Lebanon, New Hampshire. The certificated private pilot was fatally injured. Visual meteorological conditions prevailed for the personal flight conducted under 14 CFR Part 91.
According to air traffic control information, at 1340 the pilot was cleared for takeoff from runway 36 via a back taxi for a full-length departure. At 1342:51, the pilot stated, "six two echo turning back," and 8 seconds later added, "lebanon tower six two echo turning back I need to land back." The tower controller cleared the pilot to land on any runway and reported wind as "three four zero at six." At 1343:09, the pilot stated, "six two echo is landing runway one eight." No further transmissions were received.
The controller reported that during takeoff, the pilot announced the need to return when the airplane was 1/2 mile and 1,500 feet upwind of runway 36, initiating a left turn. The controller cleared the pilot to land on any runway; the airplane overflew the tower and lined up with runway 18, south of taxiway A2, but did not land, as it was high and fast. It continued south and slightly westbound beyond the departure end of the runway, then made a left turn back toward the approach end of runway 36, passing through final approach on a north-northeast heading. A sharp left turn was observed, during which the airplane "rapidly dropped" and impacted the grass east of runway 36.
An airport employee observed the airplane in a "steep dive" for runway 36; it appeared to flare near the runway, then climbed and turned left. The airplane flew about 1,000 feet south of runway 36, still in a left turn, passing the center line. The turn became "sharper" until the airplane appeared to stall and the nose descended to the ground.
Another witness, a helicopter pilot with a student, heard the accident pilot on frequency stating he "had to come back." He observed the airplane flying northeast to southwest, then heard the tower clear it to land on any runway. The airplane continued southbound toward the approach end of runway 36; the witness observed wings "wobbling" and the airplane "porpoising" on the downwind leg. The airplane turned onto what appeared to be base leg, overshot final approach, made a "hard left turn," and pitched down abruptly, described as a "stall/spin."
A third witness observed the airplane fly over the tower in a southwest direction, heard the engine "stop," then observed the airplane turn back toward the airport, appearing to "glide" with wings and tail oscillating. As it approached the tower, it made a sharp right turn and descended behind trees.
Personnel Information
The pilot held a private pilot certificate with ratings for airplane single-engine land and instrument airplane. His most recent FAA third-class medical certificate was issued on June 16, 2011, at which time he reported 1,010 hours of total flight experience. Review of two pilot logbooks provided by the family showed entries from May 26, 2001, to November 5, 2011, with a total of 1,051 hours as of the last entry.
Aircraft Information
The airplane, manufactured in 2006, was equipped with a Lycoming TIO-540 engine. The most recent annual inspection was completed on November 2, 2011, at a tachometer time of 575 hours, with no anomalies noted. An oil analysis performed during the inspection also indicated no anomalies. The aircraft and engine logbooks contained entries from July 19, 2006, to November 2, 2011, with compression values recorded at the annual inspection ranging from 69/80 to 71/80. On the day of the accident, the pilot flew to LEB to have the nose landing gear strut serviced with nitrogen; no leaks were noted during an operational check. The tachometer time at that maintenance was 583 hours.
Meteorological Information
Weather recorded at LEB at 1453 included wind from 340 degrees at 6 knots, visibility 10 miles, clear skies, temperature 6°C, dew point -9°C, and altimeter setting 29.96 inches of mercury.
Wreckage and Impact Information
The airplane impacted frozen ground about 700 feet east of runway 36, oriented on a heading of 150 degrees magnetic. All components were accounted for at the main wreckage, with no discernable wreckage path. A post-crash fire consumed most of the airplane except a portion of the right wing and tail surfaces. Flight control continuity was confirmed from the cockpit to all surfaces. No instrument readings could be obtained due to fire damage; the throttle was observed in the full forward position. The flaps were retracted and the fuel selector was in the "BOTH" position. The three-blade propeller remained attached; two blades were bent aft 20 degrees with curled tips, and the third was bent aft approximately 80 degrees and twisted. The engine was removed and rotated; valve train continuity was confirmed and thumb compression was confirmed on all cylinders except the number 5 cylinder.
Medical and Pathological Information
An autopsy was performed on the pilot on February 10, 2012, by the State of New Hampshire Office of the Chief Medical Examiner. Toxicological testing conducted by the FAA Toxicology and Accident Research Laboratory detected Ibuprofen in the pilot's urine.
Tests and Research
The engine was sent to the manufacturer for a complete teardown under NTSB supervision. Spark plug electrodes showed coloration consistent with normal operation. The fuel injector servo, flow divider, and fuel pump sustained severe fire and thermal damage. The oil filter revealed no metal debris. Crankcase surfaces and main bearing saddles were unremarkable; main bearings showed thermal discoloration from the post-impact fire. The number 4 and 5 main bearing journals displayed discoloration consistent with severe fire and thermal damage. No anomalies were noted with the crankshaft gear or associated parts. Connecting rods were consistent with normal operation. The number 5 cylinder’s intake and exhaust valves, valve springs, keepers, and rocker arms were examined at the NTSB Materials Laboratory. No evidence of deformation or mechanical damage was found. The valve springs were measured; the exhaust springs were longer than the intake springs. Per Textron Lycoming Service Instruction No. 1240C, acceptable spring length is 2.2 to 2.5 inches.
Additional Information
Prior to takeoff, the airplane was fueled with 54.8 gallons of 100LL aviation fuel. The fuel truck and supply were secured and tested, with no anomalies noted. Another airplane fueled from the same supply departed without incident and reported no anomalies.