Accident Details
On October 23, 2016, at 1010 mountain daylight time, a Cessna 182Q single-engine airplane (registration N97878) impacted terrain following a loss of control during takeoff from a private airstrip near Buffalo, Wyoming. The private pilot, who was the sole occupant, sustained serious injuries, and the airplane sustained substantial damage to the fuselage. The airplane was registered to Garland Air LLC, Buffalo, Wyoming, and operated by a private individual as a 14 Code of Federal Regulations Part 91 personal flight. Visual meteorological conditions prevailed, and no flight plan was filed. The flight was originating at the time of the accident.
Before takeoff from the 1,200-foot grass/gravel airstrip, the pilot reported performing an engine run-up and setting the flaps to 20 degrees. He applied full throttle and reached 45 knots indicated airspeed for rotation. After applying back pressure, the airplane did not lift off. The pilot indicated that the airplane "passed the point of no return" and he continued waiting for it to become airborne. Near the left side of the runway end, the airplane struck a metal post, descended an embankment, impacted terrain, cartwheeled, and came to rest inverted. Witnesses assisted the pilot in exiting the airplane.
The pilot stated to local authorities that all engine instruments were within the green range during the takeoff roll.
Aircraft Examination
A Federal Aviation Administration inspector found that the fuselage, both wings, and empennage were buckled and bent. The propeller assembly separated from the engine crankshaft and was located in the debris field. The engine remained partially attached to the airframe but was crushed aft into the fuselage. The airplane was recovered for further examination.
On November 8, 2016, at Beegles Aircraft Services in Greeley, Colorado, the airplane was examined under the supervision of the NTSB investigator-in-charge. The flaps were found in the fully retracted (0-degree) position, as confirmed by the flap actuator position. Flight control continuity was established from the cockpit to the control surfaces. Damage consistent with the impact sequence was observed on several engine components, including a separated right rear wye pipe, front induction balance tube, No. 2 cylinder rocker box cover, propeller governor, engine mounts, muffler, alternator mount, and exhaust risers. The engine rotated manually with thumb compression on all six cylinders, and spark was produced at all upper ignition leads. The propeller spinner displayed rotational marks; one blade was twisted rearward and bent about 18 inches from the root, another blade was twisted rearward and bent about 12 inches from the root, and a third blade was twisted about 180 degrees and loose in the hub, with leading edge and camber surface gouging. The engine was removed for functional testing.
A review of maintenance records showed the most recent annual inspection was completed on February 15, 2016. On July 9, 2016, a high-left canard was installed per Supplemental Type Certificate (STC) SA485SW. The STC SA485SW pilot checklist specifies flaps set to 20 degrees for short field takeoffs. Additionally, a Continental Motors IO-550D-13B engine and a McCauley propeller were installed per STC SA3825SW. At the time of the accident, the engine had accumulated 44.7 hours since factory remanufacture.
The airplane was equipped with a JPI engine data monitoring unit (EDM-700). Data from the unit was downloaded at an avionics facility in Greeley, Colorado. The accident flight data was captured and found consistent with previous flight parameters.
Engine Testing
On January 10 and 11, 2017, at Continental Motors facilities in Mobile, Alabama, the engine was examined and a functional test was performed under NTSB supervision. After replacing components damaged in the accident, the engine was run in a test cell for 30 minutes at various power settings. No anomalies were noted that would have precluded the engine's ability to produce rated horsepower.