Accident Overview
On August 31, 2012, at approximately 1610 mountain standard time, a Cessna 182R, registration N5458N, was involved in a runway overrun while landing at St. Johns, Arizona. The airplane sustained substantial damage. The private pilot, who was the sole occupant, received minor injuries. The flight was a personal cross-country operation under 14 Code of Federal Regulations Part 91, originating from Dalhart, Texas, about three hours before the accident. Visual meteorological conditions prevailed, and no flight plan had been filed.
Sequence of Events
The pilot reported that he began his traffic pattern at a higher altitude than recommended due to concerns about high density altitude. He noted that his final approach was longer than normal and that his airspeed was high. He extended the flaps fully and raised the nose to reduce speed. A ground witness observed that the airplane passed the midfield intersection while still well above the runway, and it appeared the pilot was initiating a go-around. Subsequently, the airplane descended and touched down with approximately three-quarters of the runway length remaining behind it.
The pilot stated that he recognized the airplane was too high, fast, and long for a normal landing and decided to execute a go-around. He applied full power and reduced flap setting by 10 degrees. The airplane initially began to climb, then started to descend; the pilot described it as "mushing out of the sky." He reduced engine power, landed, and applied heavy braking. A witness observed black smoke emanating from the main landing gear tires after touchdown. The airplane departed the end of the runway and went through the airport's perimeter fence, coming to rest on its nose. The right wing strut was bent, and both wings were bent and wrinkled. After exiting the airplane, the pilot discovered that the flaps were fully retracted.
Manufacturer's Guidance
The airplane manufacturer's Pilot's Operating Handbook specifies that during a go-around, after moving the throttle to full power, the wing flaps should be retracted from 40 to 20 degrees. The pilot stated he had purchased the airplane four days before the accident and had practiced two full-stop landings and takeoffs but had not practiced any go-arounds. He noted that the accident might have been avoided if he had practiced go-arounds with incremental flap retraction or had discontinued the approach and exited the traffic pattern upon realizing he was too high.
Conclusion
The official accident investigation source does not provide a probable cause for this event.