History of Flight
On July 19, 2016, at 0903 central daylight time, a Cessna 182J airplane, N2644F, experienced a loss of engine power after departing from Parker County Airport (WEA) in Weatherford, Texas. The pilot conducted a forced landing to a field. The private pilot and one passenger sustained minor injuries, and the second passenger sustained serious injuries. The airplane sustained substantial damage. The flight was operated under 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions prevailed, and no flight plan was filed. The flight was en route to Pecos Municipal Airport (PEQ) in Pecos, Texas.
The pilot reported that he had previously landed at WEA from Denton Enterprise Airport (DTO), about 36 miles northeast. Two passengers boarded while the engine continued running. After taxiing to the runway with normal instrument indications, including the JPI engine data monitor (EDM) 700, the pilot set flaps to 10°, increased power to 29 inches of manifold pressure and 2,600 rpm, and lifted off at 60 to 65 mph. After takeoff, he retracted the flaps and noticed the avionics turned off. He cycled the avionics master switch but the avionics did not turn on again. About 40 seconds after takeoff, while 300 to 500 ft above ground level, the engine lost power. The pilot attempted to troubleshoot and restart the engine; it restarted for about two seconds then lost power again. The pilot did not remember if the engine ever completely lost power, as he was focused on flying. He did not recall pulling the boost cutoff control. Due to low altitude, he made a shallow bank toward a field for an emergency landing. During the landing, the airplane struck a barbed wire fence, continued into a field, hit several trees, and came to rest on a road. Fuel poured from the fuel tanks over the occupants. The pilot and passengers exited.
A witness working in a field north of the accident site heard an airplane engine overhead, saw the airplane descending and attempting to land in a pasture, and observed it hit a fence. He called 911 and drove to the site, where he saw fuel pouring from the wings.
The pilot told an FAA inspector that one passenger recalled hearing the engine regain power just before touchdown.
Aircraft Information
A Forced Aeromotive Technologies (FAT) supercharger was installed on the airplane in May 2004 under supplemental type certificates SE10233SC and SA10232SC. On June 20, 2016, an annual inspection was completed at a tachometer time of 2,245.3 hours, during which the supercharger belt was checked and adjusted per manufacturer instructions. The pilot stated he was not trained on the supercharger's operation by the manufacturer or previous owner, nor was he required to be.
Wreckage and Impact Information
The responding FAA inspector noted the left wing was folded over the fuselage top, the right wing bent aft, the cabin top opened and displaced aft, and the fuselage bent upward near the front seats. A postaccident examination of the airframe and engine was conducted by the NTSB Investigator-in-Charge with representatives from Textron Aviation and Continental Motors. The engine had no external damage. It featured a FAT belt-driven supercharger with two fuel boost pumps between the airframe fuel line and carburetor. The top spark plugs and rocker covers were removed, and the crankshaft rotated manually, confirming continuity to all cylinders. Borescope examination showed normal combustion deposits; intake and exhaust valves moved freely; suction and compression were confirmed. Magneto timing was normal at 22° before top dead center. Spark plugs had normal wear and dark deposits. The air intake filter was clean. The oil filter contained no debris.
The propeller remained attached; both blades were bent and twisted aft with chordwise scratches. The cowl flap lever was OPEN, carburetor heat control full forward, and boost cutoff control full forward (unlabeled on panel). Flight control cables for rudder and elevator were continuous. Aileron cables had multiple overload separations; one had been cut during recovery. The flap motor operated normally when powered externally, with flaps extended 10°. Due to impact damage, the entire electrical system could not be functionally tested.
An engine test run was conducted. The gascolator screen was clean. The carburetor inlet screen contained a small amount of organic material similar to tree leaves, likely from outdoor storage. An external fuel source was connected, and the engine started and ran several times, achieving full power per STC specifications. The alternator inoperative and low fuel pressure lights illuminated as expected. The ammeter remained near zero. After test runs, the carburetor was inspected and found undamaged; throttle and mixture controls were connected and free. The carburetor bowl was clean; floats and needle valve moved freely. The needle valve seat was clean.
Following test runs, the engine cowling was opened. The supercharger drive belt was installed on the idler gear inside out.
Additional Information
The Airplane Flight Manual Supplement (AFMS) describes the supercharger system: it supplies boosted induction air, requiring two fuel pumps to maintain fuel pressure. Either pump alone can supply sufficient pressure. According to the STC manufacturer, at power above 1,700 rpm, carburetor fuel bowl air becomes pressurized, pushing fuel back to the tank; the electric fuel boost pumps counter this. In the event of complete electrical failure, the engine can operate gravity-fed at un-boosted manifold pressure by pulling the boost cutoff control, which dumps pressurized air before the carburetor. With fuel boost pumps off and engine power above 1,700 rpm, the fuel bowl would empty in 5 to 10 seconds, causing power loss, then recovery as rpm drops. This cycle repeats unless the boost cutoff control is pulled. The AFMS states that maximum manifold pressure is 28 inches of mercury, and the boost cutoff control is for emergencies when both fuel boost pumps are inoperative.
Engine failure procedures in the AFMS include pulling boost cutoff fully, setting mixture rich, propeller full, throttle full, and following low fuel pressure procedures. A warning about power fluctuations is included.
The JPI EDM 700 was downloaded; data showed normal engine parameters, with voids indicating electrical power interruptions. The final interruption occurred from 09:01:47 to 09:04:37, during the accident. After engine test runs, the EDM showed no anomalies and battery voltage normal (13 to 15 volts).
A Garmin Aera 796 GPS recorded 12 sessions, including two flights on the accident day. The accident flight data was plotted geographically.