History of Flight
On May 31, 2023, at 1435 eastern daylight time, a Cessna 180, registered N3178D, was substantially damaged during an accident near Harrisburg, Pennsylvania. The airline transport pilot sustained serious injuries, and the passenger received fatal injuries. The flight was conducted under Title 14 Code of Federal Regulations Part 91 as a personal flight.
The pilot departed Farmers Pride Airport (9N7) in Fredericksburg, Pennsylvania, at about 0815 for a three-leg cross-country flight. After approximately 1.2 hours, he landed at Brokenstraw Airport (P15) in Pittsfield, Pennsylvania, at about 0930. According to the airport owner, the airplane was not refueled there. The second leg ended around 1028 at a private grass strip in Rowlesburg, West Virginia, where fuel was also unavailable. The final leg departed at about 1324.
While receiving VFR flight following, the pilot announced his intention to divert to Capital City Airport (CXY), approximately 9 miles ahead. Within 5 miles of CXY, he reported an engine failure. The airplane was aligned for landing on runway 08 when it struck terrain and a utility vehicle 1 mile short of the runway in a highway interchange toll plaza.
Witnesses described the engine sound as "erratic… sputtering… cutting in and out… [and] losing power, then it would come back and go off again" as the airplane passed overhead.
Personnel and Aircraft Information
The pilot held an airline transport pilot certificate with multiple ratings and reported 31,000 total flight hours on his FAA second-class medical certificate, issued October 6, 2022. His logbook showed 58 hours in the Cessna 180.
The aircraft was a Cessna 180 equipped with a constant-speed propeller. According to the pilot, he had filled the fuel tanks to the brim, providing 55 gallons of usable fuel. He estimated fuel consumption at 12 gallons per hour. The first leg was 1.3 hours and the second 1.4 hours by the Hobbs meter; no fuel was added at either stop.
During the final 165-nautical-mile leg, the pilot considered stopping at Carlisle Airport (N94) for fuel but continued to CXY due to concerns about fuel availability there—though records showed N94 had fuel available that day. Shortly after passing over N94 at 3,500 feet, the engine lost power. Remedial actions failed, and the pilot selected an interstate highway for a forced landing.
Interpolation of ADS-B and nominal climb/speed data indicated a total flight time of about 4.0 hours. At the pilot’s estimated 12 gph cruise consumption, fuel burn would be 48 gallons. However, adding climb-phase consumption (16.5 gph per the manufacturer’s POH) and 1.5 gallons per engine start (totaling 4.5 gallons for three starts), total fuel required likely exceeded the 55-gallon capacity. The airplane had completed three takeoffs and climbs to altitudes between 3,000 and 5,500 feet.
The engine had undergone a top overhaul 7 months and 31 aircraft hours before the accident, including new cylinders, piston pins, pushrods, and two serviceable rocker arms. The pilot reported performing break-in procedures by running the engine "pretty hard."
Wreckage and Impact
The airplane came to rest upright against a utility bucket truck, facing about 080°. The engine compartment was displaced right and aft into the cockpit, destroying the firewall and instrument panel. First responders reported no evidence of fuel spillage but noted an odor of fuel. The fuel tanks were intact; approximately one pint was drained from the right tank, and the left tank was empty. Trace amounts of fuel were present in the main fuel supply line between the fuel selector and carburetor. Both propeller blades were secure; one was bent aft 90° about 11 inches from the root, and the other displayed an aft bend and twist.
The engine sustained minimal impact damage: a hole in the No. 5 cylinder valve cover, a separated starter, and a hole in the oil pan at the drain plug. The throttle control cable remained attached to the carburetor throttle control arm, which had separated from the carburetor. Actuation of the carburetor linkage caused fuel to spray from the accelerator pump feed pipe.
Engine Examination
After recovery, the engine was test-run at Continental Aerospace Technologies’ analytical facility. The impact-damaged air induction system was replaced, as was the oil cooler. Removal of the original oil cooler revealed the gasket was installed backwards, partially blocking the oil passage. The original carburetor, magnetos, ignition harness, and spark plugs were used. During the test run, the engine achieved 2,450 rpm at 27.7 inches of manifold pressure.