# Incident 20110923022229I: Cessna 182A, Fernandina Beac, FL, September 23, 2011 - Type: FAA incident report (Accident/Incident Data System), as reported - Date: September 23, 2011, 09:30 local time - Place: Fernandina Beac, FL - Airport: Fernandina Beach Municipal - Damage: Minor damage - Phase of flight: Landing: Approach - Operating rules: General operating rules (Part 91) - Location: 30.6118° N, 81.4612° W: Placed by OpenAirDocs at FERNANDINA BEACH MUNI (FHB), within about a mile (OpenAirDocs) - Nearby events: https://openairdocs.org/map.md?lat=30.6118&lon=-81.4612&mi=10 - Aircraft: N5191D, a cancelled registration (https://openairdocs.org/deregistered/N5191D-2017-10-19) (OpenAirDocs) - Registry model: Cessna 182A (registry code 2072704, https://openairdocs.org/model/cessna-182a) (OpenAirDocs) - Registry engine: Continental O-470 series (registry code 17026, https://openairdocs.org/engine/continental-o-470-series) (OpenAirDocs) - Reported make and model: CESSNA 182A - Reported engine: CONT MOTOR O-520-U/TS - People aboard: 1 - Fatal injuries: 0 - Other injuries: 0 - Pilot certificates: Commercial pilot - Pilot flight hours: 650 total, 25 in this make and model, 25 in the last 90 days - FAA source: FAA Aviation Safety Information Portal (https://asip.faa.gov/) - Page: https://openairdocs.org/incident/20110923022229I ## Narrative As the FAA filed it, in capitals; the FAA replaces private details with ^PRIVACY DATA OMITTED^. ON SEPTEMBER 23, 2011, AT 0930 EDT, A CESSNA 182, N5191D, REGISTERED TO ^PRIVACY DATA OMITTED^, LOST ENGINE POWER ON APPROACH TO FERNANDINA BEACH, FLORIDA, AFTER A LOCAL FLIGHT IN SUPPORT OF SPORT PARACHUTING OPERATIONS. THE AIRCRAFT MADE AN EMERGENCY LANDING IN THE INTERCOASTAL WATERWAY WEST OF FERNANDINA BEACH MUNICIPAL AIRPORT (FHB). VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME AND NO FLIGHT PLAN WAS FILED. THE AIRCRAFT CAME TO REST INVERTED IN 20 FEET OF SALTWATER AND SUSTAINED MINOR DAMAGE. THE COMMERCIAL PILOT WAS NOT INJURED. THE FLIGHT ORIGINATED AT FERNANDINA BEACH, FLORIDA ON SEPTEMBER 23, 2011 AT 0915 HOURS. PILOT STATED THAT HE NORMALLY CLIMBS TO JUMP ALTITUDE AT 70 KNOTS WITH 2400 RPM AND 24 INCHES OF MANIFOLD PRESSURE AND THE FLIGHT DURATION IS USUALLY 26 – 30 MINUTES USING APPROXIMATELY 6.5 GALLONS OF FUEL. HE REPORTED THAT PRIOR TO THE INCIDENT FLIGHT HE VERIFIED 12 GALLONS IN THE RIGHT TANK AND 14 GALLONS IN THE LEFT. THE AIRCRAFT CARRIED FOUR PARACHUTE JUMPERS TO 12,000 FEET WHERE THEY EXITED THE AIRCRAFT. THE PILOT REPORTED THAT HE CLOSED THE JUMP DOOR, VERIFIED HIS FUEL SELECTOR WAS IN THE 'BOTH' POSITION, AND THEN EXECUTED A LEFT-WING LOW SPIRALLING DESCENT TO AN INTENDED LANDING AT FHB. HE EXTENDED HIS BASE LEG TO ALLOW TRAFFIC AT FHB TO DEPART. WHILE TURNING FINAL HE PERFORMED HIS GUMP CHECK AND MADE SURE THE MIXTURE WAS FULL RICH AND FUEL WAS SET. HE STATED THAT HE ALWAYS USES CARBURETOR HEAT ON A DESCENT. WHEN HE ADVANCED THE PROP CONTROL TO FULL IN, THE ENGINE BEGAN LOSING POWER. HE ESTIMATED HIS ALTITUDE AS 500 FEET AND DETERMINED THAT HE DID NOT HAVE ENOUGH GLIDE RANGE TO MAKE THE RUNWAY. HE DECIDED TO TURN BACK TO THE INTERCOASTAL WATERWAY. THE AIRCRAFT LANDED UPRIGHT AND THEN NOSED OVER AND SANK, COMING TO REST INVERTED. THE PILOT EXITED THE AIRCRAFT AFTER OPENING THE JUMP DOOR AND SWAM TO SHORE. HE STATED THAT THE WATER CURRENT WAS VERY STRONG. THE AIRCRAFT WING LEADING EDGE AND LOWER ENGINE COWL SUSTAINED IMPACT DAMAGE. THE FUEL GASCOLATOR GLASS BOWL WAS FRACTUED AT IMPACT AND HAD A 1.5 INCH HOLE IN ITS FORWARD SIDE. INSPECTION OF THE AIRCRAFT IMMEDIATELY AFTER RETRIEVAL FROM THE WATER REVEALED THE CARBURETOR HEAT CONTROL TO BE FULL IN AND THE FUEL SELECTOR SET TO THE 'LEFT' POSITION. 1.0 GALLON OF FUEL AND 1.5 GALLON OF WATER WERE DRAINED FROM THE RIGHT TANK BY THE SALVAGE CREW. NO FUEL WAS DRAINED FROM THE LEFT TANK, ONLY A QUART OF WATER. THE CARBURETOR BOWL AND FUEL GASCOLATOR HELD NO FUEL, ONLY WATER. THE TEMPERATURE AND DEW POINT AT THE TIME OF THE INCIDENT WERE FAVORABLE FOR SLIGHT CARBURETOR ICING IN GLIDE AND CRUISE POWER. From the FAA Accident/Incident Data System. Reports are matched to registry aircraft by N-number and event date, checked against the reported make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. For accidents, the NTSB's own investigation is the fuller record. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.