History of Flight
On April 15, 2017, about 1610 Alaska daylight time, a Cessna 182E, registration N9362X, was substantially damaged during an accident near Willow, Alaska. The pilot, who received minor injuries, operated the airplane as a Title 14 Code of Federal Regulations Part 91 personal flight.
The pilot reported planning a 30-minute flight from Big Lake Airport (BGQ) to Talkeetna Airport (TKA). Before departure, he checked fuel quantity: 1/4 tank in each wing, estimating that would provide 1 hour of flight time. After departing BGQ about 1600, while flying north at 800 feet roughly 4 miles from the highway, he noticed low manifold pressure (below the 23 inches set) and poor airplane performance. He turned on carburetor heat and climbed to 1,200 feet. The engine began running "very rough," prompting the pilot to search for an airstrip. Finding none nearby, he initiated a turn toward the George Parks Highway and set up for a landing on the highway to the south.
During the approach, about 60 feet above the highway, the pilot saw power lines across the windscreen. He attempted to add power and climb, but the airplane struck the lines, pitched down, and impacted the road. It then slid on its nose into trees along the highway, coming to rest in a vertical nose-down attitude. The pilot egressed, noting strong fuel fumes and fuel leakage. He was transported to a local hospital and treated for minor injuries. The fuselage sustained substantial damage.
Additional Information
According to a Federal Aviation Administration inspector who responded to the accident site, the nose gear was sheared off, and both main landing gear legs had power lines wrapped around them. The airplane had struck power lines strung across the highway.
A review of fuel receipts and quality checks provided by Sheldon Air Service at TKA revealed that the airplane was fueled with 29.9 gallons of 100LL on April 14. The fuel truck's daily fuel quality report indicated satisfactory quality checks that day. According to the pilot, the only flight since that fueling was from TKA to BGQ earlier on the accident day. The pilot reported using 14 gph for flight planning.
Tests and Research
A postaccident examination of the airframe and engine was conducted by the National Transportation Safety Board Investigator-in-Charge (IIC) and a technical representative from Continental Motors. The engine was intact with all accessories, fuel and oil lines attached securely. Impact damage was sustained to the air intake, air filter, exhaust pipe, and right engine mounts. The carburetor and propeller controls and cable linkages were verified as continuous and fully controllable.
The crankshaft rotated freely, with continuity confirmed to all six cylinders. Engine piston domes, cylinders, and valves exhibited normal combustion signatures. Spark plugs showed normal wear. Both magnetos produced spark at individual ignition leads; magneto timing was measured at 22° for each. The carburetor was intact with fuel present and no contamination. The propeller was attached and moved freely by hand; both blades exhibited torsional twisting and chordwise scratching. The gascolator fuel strainer was intact with fuel present in the bowl, consistent with 100LL aviation fuel and a small amount of debris at the bottom. Fuel caps were secure on the wing fuel tanks, and fuel was present in each tank. Examination of the airframe and fuel system did not reveal evidence of any preaccident mechanical malfunctions or failures that would have precluded normal operation.