On June 29, 2015, about 2013 Pacific daylight time, a Cessna 182D, N9980T, sustained substantial damage during a forced landing following a loss of engine power during an approach for landing at the AJ Eisenberg Airport (OKH) Oak Harbor, Washington. The commercial pilot was seriously injured and the passenger sustained minor injuries. The airplane was registered to Sinclair Aviation LLC., and operated by the pilot under the provisions of 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed and no flight plan was filed for the skydiving flight. The local flight departed OKH about 1935.
The pilot reported that the engine lost power during the final turn to the runway. Not being able to make the runway, he initiated a forced landing to a field, just south of the airport. During the landing sequence, the airplane struck a tree. The first responder's, on-scene commander, did not observe any fuel leaking from the airplane. Further, another witness, observed only a small amount of fuel dripping from the airplane at the accident site.
Postaccident examination of the airplane at the accident site, by a Federal Aviation Administration inspector, the following morning, revealed that substantial damage was sustained to the wings and fuselage. Further, there was no fuel leaking from the airplane or remaining in the tanks. The ground below the accident site appeared to be dry, and no fuel stains were visible. The wreckage was recovered to a secure location for further examination. According to the airplane's owner, during the recovery, no fuel was observed in the fuel tanks or lines.
Further examination of the airframe and engine by the National Transportation Safety Board, investigator-in-charge, and a representative from Textron Aviation, and Continental Motors, revealed no anomalies with the airframe or engine that would preclude normal operation. Only a small amount of fuel was observed in the carburetor bowl.
A company fuel log indicated that the accident airplane had about 12.6 gallons of useable fuel on board at the start of the day. According to the owner, and the company fuel log, the airplane was refueled on the day of the accident, for an amount of 5.6 gallons, and his review of receipts confirmed this. Therefore, the total amount of fuel on the airplane on the first flight was estimated to be about 18.2 gallons. According to the owner, the average jump flight was usually about 20 minutes in duration, but on the accident day, air traffic control delays were encountered that extended the flights. According to the company fuel log, the accident occurred on the third flight of the day, after the airplane was flown for about 2.1 flight hours.
According to the owner, the average fuel burn of the accident airplane was about 14 gallons an hour. The airplane's Pilot Operating Handbook (POH) fuel burn charts did not replicate the jump profile flown, where the airplane climbs and then descends back to the airfield. However, most of the cruise flight profiles fuel burn rates were lower. The airplane's POH states that 10 gallons of fuel were unusable during all flight conditions. However, in level flight conditions, only 1.5 gallons per tank was unusable. Potentially, 7 additional gallons would have been available, if the airplane was flown in level flight conditions. The fuel consumption for 2.1 flight hours flown the day of the accident was calculated using the company burn rate average and then compared to the accident airplane's total fuel quantity, which included the additional 7 gallons of fuel available in level flight conditions. The airplane's fuel burn rate closely corresponded to the consumption of all the remaining fuel.