History of Flight
On June 27, 2014, at approximately 0940 eastern daylight time, a Cessna 182Q, registration N182PE, was substantially damaged during a forced landing near Littleton, North Carolina. The commercial pilot was fatally injured. Visual meteorological conditions prevailed, and an instrument flight rules flight plan was filed. The flight departed from Sabot Airport (1VA0), Sabot, Virginia, at 0848, destined for Rocky Mount-Wilson Regional Airport (RWI), Rocky Mount, North Carolina. The personal flight was conducted under 14 Code of Federal Regulations Part 91.
According to air traffic control (ATC) voice and radar data, the airplane climbed to 4,000 feet mean sea level. At 0929, the pilot advised ATC of a mechanical problem and requested diversion to Hanover County Municipal Airport (OFP), Richmond, Virginia. At 0932, he reported that the rpm had gone past the red line, oil pressure was low, but temperature was okay, and he was returning as a precaution. At 0934, he stated he needed to land and identified Halifax-Northampton Regional Airport (IXA), Roanoke Rapids, North Carolina, as the closest. ATC cleared the flight direct to IXA, 10 miles away. At 0935, the pilot was instructed to descend at his discretion to 2,500 feet. At 0937, he reported losing the engine and indicated he could not make the airport. The controller noted IXA was 8.5 miles away. No further communications were received, and the airplane was located by first responders about 1050.
Personnel Information
The pilot, aged 71, held a commercial pilot certificate with ratings for airplane single-engine land and instrument airplane. His most recent medical application (June 3, 2014) recorded 2,721 total flight hours, with 62 hours in the preceding 6 months. A second-class medical certificate was issued with limitations. His logbook showed a last entry on February 17, 2014, with 2,533.1 hours in single-engine airplanes.
Aircraft Information
The four-seat, high-wing, fixed-gear airplane (serial number 18265584) was manufactured in 1977. It was powered by a Continental P-Ponk O-470-50/O-470-U13B engine (serial number 2651/CMI-820119R) with a McCauley D3A34C401C propeller. Maintenance records showed a 100-hour inspection on April 4, 2014, at an airframe total time of 2,873.5 hours and engine total time of 1,123.4 hours. The engine was overhauled and modified with P-Ponk STC-SA5966NM and STC-SE4985NM conversions on August 26, 2010, by Aero Engines of Winchester, Virginia, with about 300 hours since overhaul.
Meteorological Information
Weather at IXA (6.6 miles from the accident site, elevation 144.5 feet) at 0935 included wind from 040 degrees at 8 knots, 10 statute miles visibility, clear sky, temperature 27°C, dew point 22°C, and altimeter 30.05 inches of mercury.
Wreckage and Impact Information
The wreckage was located in an open cotton field. A ground scar extended about 40 feet on a 110-degree magnetic heading. The airplane came to rest inverted, oriented opposite the wreckage path. The nose landing gear strut was pushed aft into the firewall; three of four engine mounts broke near their attach points. The empennage, rudder, and vertical stabilizer showed downward crush damage. Control continuity was traced from each flight control surface to the cockpit. The flap actuator corresponded to a retracted position. Both fuel tanks remained intact with significant fuel.
External engine examination revealed four ruptures to the upper engine case. Pieces of connecting rod, piston, and engine case were recovered along the wreckage path and within the cowling. The crankcase halves had a rubbery substance on mating surfaces, also on interior web surfaces and through bolts. The No. 2 main bearing was impact-damaged, blocking its oil port. No. 1 and No. 2 rod journals on the crankshaft showed heat damage and melting; rod cap bearings were missing. No. 1 and No. 2 connecting rods were separated and heat damaged. No. 1 main bearing was heat damaged and displaced.
Ignition harness was in place; magnetos were undamaged and produced spark at all terminals when tested. Spark plugs had normal wear with dark gray deposits. The carburetor was in place, undamaged, with free-moving throttle and mixture controls; the fuel screen was clean, bowl empty and free of debris, floats and needle valve moved freely. Oil pump was in place, undamaged, gears free to rotate and coated with oil; metal particles on gears, scoring in pump housing. Oil filter was secured, cut open showing metal particles in element. Oil sump and pick-up tube were in place; sump impact-damaged with oil and metal particles. Oil cooler undamaged with oil and metal particles.
All cylinders remained in place. Pistons were seized in cylinders Nos. 1, 2, 4, and 6. Cylinders Nos. 3 and 5 had light scoring and moderate combustion deposits. All cylinders except Nos. 3 and 5 had impact damage around skirts. A partial field teardown was completed, and the engine was forwarded to the NTSB Materials Laboratory.
Medical and Pathological Information
An autopsy at East Carolina University Brody School of Medicine noted the cause of death as "consequences of fracture of cervical spine due to aircraft crash." The pilot had an enlarged heart with left ventricle thickening and coronary artery disease with 90% stenosis in the right coronary artery.
Toxicological testing by the FAA identified no carbon monoxide and no ethanol. Diphenhydramine (0.26 ug/ml) was found in aortic blood; diphenhydramine and indomethacin were detected in urine. Diphenhydramine is a sedating antihistamine (e.g., Benadryl, Unisom); indomethacin is a prescription NSAID (e.g., Indocin, Tivorbex).
Survival Aspects
First responders noted the pilot's lap belt was attached, but the shoulder harness was not attached; there was no evidence he was wearing it.
Additional Information
The owner of the maintenance facility that performed the engine overhaul reported that after receiving an engine, an overall assessment is made before disassembly. During the overhaul, the facility used Loctite 515 or Continental-approved gasket purple ("grape jelly"). For conversions, the case was sent out to be bored for appropriate cylinders.
An NTSB materials engineer examined the crankcase halves, crankshaft, camshaft, valve lifters, through bolts, and main bearings. Gray-colored sealant with silk thread was observed around the perimeter of the mating crankcase halves and on main bearing saddle edges, both interior and exterior. Gray sealant was also on mating surfaces of main journal bearing saddle bosses. Fretting damage was observed on Nos. 3 and 4 camshaft journal saddles.
According to P. Ponk Aviation Service Information Letter 001 (September 24, 2002), the P. Ponk O-470-50 engine should be maintained per Continental O-470 and TSIO-520-C manuals and service bulletins. Continental Service Information Letter SIL99-2C (March 29, 1999, revised September 16, 2014) includes information for properly applying sealant to crankcases of O-470 and TSIO-520 series engines. The diagram for sealant application and silk threading on the Continental O-470 engine is shown in SIL99-2C. No sealant should be applied on main journal bearing saddle bosses. In areas with silk threading, gasket sealant should be applied in a thin, even coat allowed to air dry to tacky before applying silk thread.