BROOMFIELD, CO, USA
N4314R
Cessna 182RG
At the completion of a cross-country flight, the pilot intended to perform touch-and-go landings before the final landing. During flare for the first touch-and-go, the aircraft drifted left and the pilot added power to go-around. The pilot said the engine did not respond and ran 'rough.' The aircraft traveled a distance of approximately 6,000 feet parallel to the runway at a 'few' feet elevation and the landing gear hit a slight rise in the terrain. The aircraft then nosed over and came to rest inverted. Test runs of the engine could not duplicate the lack of power response reported by the pilot. Reported wind at the time was from 330 degrees magnetic at 9 knots and the runway of intended landing was runway 29. The pilot reported that following the accident, the windsock indicated the wind was from the east at 8 to 10 knots.
On July 2, 1996, at 1505 mountain daylight time a Cessna 182RG, N4314R, exited the side of the runway and nosed over following a balked touch-and-go landing at Jefferson County Airport, Broomfield, Colorado. The private pilot and one passenger were not injured and one passenger received minor injuries. The aircraft sustained substantial damage. The flight was operating under Title 14 CFR Part 91 when the accident occurred and a VFR flight plan was on file. Visual meteorological conditions prevailed for this business flight which departed Steamboat Springs, Colorado, at 1400. The flight was public use. All the aircraft occupants were on duty FAA employees and had rented the aircraft to fly to Steamboat Springs to install a remote communications outlet. According to the pilot, he canceled his flight plan and entered a right downwind pattern intending to do a touch-and-go landing on runway 29R. He said the pattern and approach were normal until the flare when the tail of the aircraft kicked right and up turning the nose left and down. The aircraft was pointing 40 degrees left of the centerline for 29R. The pilot stated that he added slight power and control inputs to bring the aircraft to runway heading but the aircraft was drifting left. He then added full power, which according to his statement, had no effect. He said the engine was running rough and "surgey." According to his statement, the aircraft continued across the infield area between runways 29R and 29L a few feet off the ground for a distance of approximately 6,000 feet when one of the wheels hit the top of a slight rise. The aircraft flipped over and came to rest inverted. The pilot said he checked with the passengers for their condition and they all exited the aircraft unaided. After exiting the aircraft, the pilot said he checked the windsock which was indicating a wind of 8 to 10 knots out of the east and the runway use had been switched to runway 11. (See attached pilot statement.) The engine, a Lycoming O-540-L3C5D, S/N L20487-40A, was inspected and test run at the facilities of Beegles Aircraft Services on July 17, 1996, Present for the event were the IIC, two A & P mechanics from Beegles, two representatives from Allied Signal (turbo charger), a representative from Lycoming-reciprocating engine division, a representative from Cessna Aircraft, the pilot, and an FAA airworthiness inspector. The engine remained attached to the airframe and the left wing was attached to supply a normal source for fuel. The propeller was replaced with a serviceable constant speed unit. The top motor mount rubbers were in poor condition and it could not be determined if this condition was pre-existing. Repairs to the engine in preparation for the test run consisted of removing and repairing an exhaust pipe which had been crushed during impact and putting an aluminum sleeve around the number 1 exhaust stack to repair an impact related split. All spark plugs were removed and inspected before the engine was started. The top plugs were Champion RHB-32E and the bottom plugs were Champion RHB-36P. All appeared to be in serviceable condition and were light gray in color. The engine was started normally using a power cart. Following a warm up at 1,250 rpm, the throttle was advanced to 2,000 rpm to check the magnetos. At this time an observer noted the aluminum sleeve had deteriorated due to heat so the engine was secured to do repairs to the patch. Following replacement of the aluminum sleeve with a stainless steel sleeve, the engine was restarted. Following the second start, the power was advanced to 2,000 rpm. A magneto check was performed and both magnetos dropped 150 rpm when isolated. Applying carburetor heat produced a 100 rpm drop and full power produced 2,400 rpm, 24 inches of manifold, and 20 p.s.i. (pounds per square inch) fuel pressure. In a simulation of the operation preceding the accident, the power was reduced to idle with the carburetor heat on. After approximately 1 minute, power was advanced to full increase and the carburetor heat was terminated. Following a slight hesitation, this action produced 2,400 rpm and 24 inches of manifold pressure. This test was repeated several times both with and without carburetor heat and the results were consistent with the first test. Following these tests, the engine was secured and a discussion was held with the participants. It was agreed that the engine was operating in a normal acceleration pattern and the only discrepancy was low manifold pressure which should have advanced to approximately 30 inches. This discrepancy was due to exhaust leaks which were present as a result of impact damage and it was noted that the waste gate on the turbo charger was not closing completely due to linkage misalignment. The linkage was adjusted and a third engine run was performed. During the third engine run, the engine performed as on the previous run with the exception of the manifold pressure which now advanced to 27 inches at full power. Following shutdown the manifold pressure was 24.5 inches which was comparable to the manifold pressure on other nearby aircraft. The magnetos were Bendix D6LN-2031, part number 10-382560. The carburetor was a Marvel Schebler HA-6, P/N 10-5227-0, and the turbo charger was a Garrett, TA0401. P/N465292-9002. An examination of the engine and airframe logs revealed the following information: Two FAA Form 337's - 1/31/87 - repairs following a gear up landing. 12/27/94 - installation of a Brackett air filter. Engine log - 5/23/95 - @ 1705.7 hours, replaced clamp that controls wastegate control cable. 10/24/95 - @ 1848.7 hours, replaced turbo with P/N 465292-9002, installed turbo bracket P/N 2250109-1 and spring P/N 2254027.1. 2/16/96 - @ 1940.1 hours, changed wastegate actuator cable P/N 2260125. 6/20/96 @ 2039.8 hours completed 100 hour inspection. Total time on aircraft 2053.2 hours. Time since major overhaul 498.1 hours. Airframe log - 6/20/96 last annual inspection @ 2039.8 hours.
failure of the pilot to maintain directional control and runway alignment during a go-around, and the lack of power response from the engine for undetermined reason(s). The sudden wind shift was a related factor.
Source: NTSB Aviation Accident Database
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