Incident Overview
On August 17, 2014, at approximately 1430 eastern daylight time, a Cessna R182 (registration N292LC) experienced a fire while returning to Republic Airport (FRG) in Farmingdale, New York. The aircraft was substantially damaged, but the private pilot and passenger were not injured. Visual meteorological conditions prevailed, and the flight was operating under an instrument flight rules flight plan between FRG and Dutchess County Airport (POU) in Poughkeepsie, New York. The personal flight was conducted under 14 CFR Part 91.
Sequence of Events
According to the pilot, the airplane departed around 1415 and was cleared to 5,000 feet mean sea level (msl). Shortly after leveling off, the pilot observed a drop in fuel pressure and an increase in fuel flow rate. He requested priority handling to return to FRG and maintained 5,000 feet until confident he could reach the airport in case of engine failure. He then descended to 3,000 feet for a visual approach to runway 32.
While on a high right downwind leg of the traffic pattern, smoke entered the cockpit accompanied by an "acrid, insulation smell." The pilot declared an emergency and requested fire rescue equipment be standing by. As the airplane descended through 1,400 feet msl, flames were observed entering the cockpit near the rudder pedals, while the engine continued running normally. The pilot lowered flaps and completed the landing on runway 32. After landing, he turned onto a taxiway and stopped the airplane. He and the passenger disembarked, and firefighters extinguished the fire.
Post-Incident Findings
A responding Federal Aviation Administration (FAA) inspector determined that the AN911-2D nipple fitting connecting the fuel line Tee (AN917-2D) to the carburetor had fractured and separated, allowing fuel to be pumped into the engine compartment. The inspector recommended through FAA channels that an Airworthiness Directive (AD) be issued to replace the aluminum AN911-2D nipple with a steel MS fitting. He noted that the fitting was likely original to the airframe, which had accumulated about 4,010 hours of operation.
The FAA Aircraft Certification Office (ACO) reviewed National Transportation Safety Board accident/incident data from the last 15 years and found no additional reports of similar failures, thus not supporting an AD. The response stated that the AN911-2D nipple was an industry standard part used in many fuel, hydraulic, and pneumatic systems across various aircraft, including other Cessna models. Cessna reported no other reports of AN911-2D nipple cracks causing fuel leaks and commented that the crack likely existed prior to complete separation and should have been detectable during ground inspections via fuel staining or strong fuel odor. Both Cessna and the FAA ACO disagreed with the proposed fitting material change to steel.
The pilot reported that the airplane had been operated for 150 hours since its most recent annual inspection on February 15, 2014.