History of Flight
On May 23, 2016, about 0922 Hawaiian standard time, a Cessna 182H, registration N2007X, impacted terrain following a partial loss of engine power shortly after departure from Port Allen Airport (PAK) in Hanapepe, Hawaii. The pilot and four passenger-skydivers were fatally injured. The airplane was operated by D & J Air Adventures, Inc., under 14 CFR Part 91 as a skydiving flight. Visual meteorological conditions prevailed, and no flight plan was filed.
Numerous witnesses reported that after departing runway 9, the airplane began a right roll while rapidly losing altitude. Two witnesses stated the engine seemed to have stopped producing power. The airplane completed about a 360° rotation and impacted terrain in a nose-low attitude.
A security camera video located about 0.8 mile northeast of PAK showed the airplane climbing, then a sudden right roll and rapid descent in a nose-down attitude. The airplane came to rest at the edge of a dirt road just outside the airport perimeter fence, and a postimpact fire ensued.
Personnel Information
The pilot held a commercial pilot certificate with airplane single-engine land and multi-engine land ratings, as well as an Australian private pilot certificate with an airplane single-engine land rating. A first-class medical certificate was issued on February 24, 2016, with no limitations. During the last medical exam, the pilot reported 321 total flight hours and 53.2 hours in the last 6 months. The pilot's logbook showed the last flight entry on March 5, 2016, of 1.1 hours.
Aircraft Information
The four-seat, single-engine, high-wing, fixed landing gear airplane, serial number 18256107, was manufactured in 1965. In September 1972, it was configured for parachute operations: the front right seat and rear seat were removed, and floor-level seat belt brackets were installed to accommodate four passengers in addition to the pilot. The airplane was powered by a Continental Motors O-470-R engine, serial number 203374-70R, rated at 230 horsepower, and equipped with a McCauley two-bladed constant-speed propeller.
Maintenance records showed the engine was installed on November 12, 2013, at a total airframe time of 10,043.7 hours. The most recent annual inspection was completed on October 13, 2015, at an engine time of 8,121.3 hours and airframe time of 10,783.6 hours. The last recorded maintenance was a nose landing gear inspection on May 19, 2016, at a tachometer time of 8,353.5 hours (925 hours since engine overhaul).
Weight and balance calculations for the accident takeoff used the airplane's documentation dated February 23, 2015, with a presumed fuel quantity of 20 gallons (120 pounds) and an owner-provided total weight of pilot, passengers, and parachutes of 981 pounds. The takeoff gross weight was calculated as 2,810.5 pounds with a center of gravity (CG) of 41.2 inches. The maximum allowable gross weight was 2,800 pounds, and the allowable CG range for that weight was 38.4 to 47.4 inches.
According to the owner, the airplane was refueled on May 23, 2016, with fuel from a nearby gas station. A supplemental type certificate (STC) allowed the use of automotive gasoline but did not approve fuel containing ethanol. Both ethanol and ethanol-free gasolines are sold in Hawaii; the state does not require a placard on pumps for gasolines containing less than 1% ethanol. According to a European Aviation Safety Agency (EASA) report, fuel systems using ethanol-mixed gasolines have a higher probability of developing vapor lock, carburetor icing, or water-induced phase separation, which can potentially disrupt engine operation.
Meteorological Information
At 0853, the automated weather observation at Lihue Airport, about 17 miles northeast of PAK, reported wind from 060° at 10 knots, visibility 10 statute miles, scattered clouds at 2,400 ft and 3,000 ft, temperature 27°C, dew point 20°C, and altimeter 30.16 inches of mercury. According to FAA Special Airworthiness Information Bulletin CE-09-35, these temperature and dew point conditions were conducive to serious icing at glide power.
Wreckage and Impact
The wreckage was located next to a dirt service road, about 250 ft from the departure end of runway 9, at an elevation of about 90 ft mean sea level. The debris path was oriented on an approximate heading of 060° magnetic and was about 24 ft in length. The first identified point of impact was a crater containing the propeller hub with both blades attached. The rest of the airplane came to rest about 7.5 ft from the propeller. The engine was displaced aft into the firewall, and both were crushed aft into the cabin.
The cockpit, fuselage, left wing, and forward empennage were consumed by fire. The engine and right wing exhibited impact and fire damage; the right wing separated and was displaced forward. The right horizontal stabilizer and elevator remained attached and were damaged. Composite wing tips were found about 71 ft apart.
About 12 gallons of fuel were drained from the right wing; it was clear and colorless, and a water paste test showed no contamination. No test was performed for ethanol.
During examination, flight control continuity was confirmed from cockpit controls to flight controls. The carburetor heat lever position could not be determined. The engine was examined: all cylinders were attached, magnetos produced sparks, spark plugs showed normal wear, cylinders had normal compression and combustion signatures, and no preexisting mechanical malfunction was found that would have precluded normal operation.
Additional Information
GoPro cameras located at the accident site captured the takeoff and initial climb. The pilot sat in the left front seat using a lap belt; four passengers sat on the floor without visible restraint systems. The video showed the airplane rolling down the runway with flaps retracted, becoming airborne about 13 seconds after starting the roll. About 24 seconds into the recording, the engine sound volume reduced and continued decreasing until impact. At 26 seconds, the left aileron trailing edge was below the flap, consistent with a right roll command. Engine rpm, determined from a sound spectrum study, decreased from about 2,650 rpm at 25 seconds to about 1,215 rpm at impact. No stall warning horn was heard on the recording.
Medical Information
An autopsy of the pilot determined the cause of death as multiple blunt force injuries. Toxicological testing was negative for ethanol and listed drugs.