ATL06LA101

The pilot stated that he was at an altitude of 6,500 feet on a short cross-country flight. As he approach his destination, and began to descend, he reported that the flight was normal. He leveled off at 3,500 feet, and suddenly noticed that the oil pressure gauge was reading zero. He crosschecked his instruments and everything seemed normal. He rechecked the cylinder head temperature and the oil temperature, and they were in the normal range. The engine was still running smoothly and he continued toward the airport. However, he began to look for possible landing sites, and made a turn to the east. He positioned the airplane closer to some fields that he saw in the distance. Approximately two minutes later he stated that there was an rpm surge, and realized that this was a "true oil loss." A minute later the engine stopped. He made an emergency landing in a field, and collided with logging debris. Examination of the engine by an FAA inspector and an A&P mechanic revealed that a flex oil gauge pressure line from the engine to the firewall had separated. Examination of the oil line revealed that the hose was installed approximately 3/4 of the length of the fitting, leaving only three threads to hold the ferrule and "B" nut together. The "B" nut socket showed no evidence of wear. The oil gauge pressure line was replaced on July 20, 2001, at an engine tachometer time of 5694.15, and a Hobbs time of 1067.9. The oil gauge pressure line had an approximate time of 63.05 service hours before it failed.

History of flight

On July 7, 2006, at 1145 eastern standard time, a Cessna C-182M, N71471, registered to JB AV Enterprises Incorporated and operated by a private individual, as a 14 CFR Part 91 personal flight, collided with the ground during an emergency landing in the vicinity of Milledgeville, Georgia. The airplane received substantial damage. Visual meteorological conditions prevailed and no flight plan was filed. The commercial-rated pilot, and passenger received minor injuries. The flight departed Parker Field on July 7, 2006, at 1045.

The pilot stated that he was at an altitude of 6,500 feet on a short cross-country flight from Parker field, South Carolina to Baldwin County (MLJ), Georgia. As he approach MLJ, and began his descent, he reported that the flight was "normal." He leveled off at 3,500 feet, and suddenly he noticed that the oil pressure gauge was reading zero. He crosschecked his instruments and stated everything seemed "normal." He rechecked the cylinder head temperature and the oil temperature and they were in the normal range. The engine was still running smoothly and he continued toward MLJ. However he then began to look for possible landing sites, and made a turn to the east. He positioned the airplane closer to some fields that he saw in the distance. Approximately two minutes later the he stated the he experienced an RPM surge and realized that this was a "true oil loss." A minute later the he heard and felt the engine shutter and stop. He then made an emergency landing in a field and collided with logging debris. The pilot and passenger exited the airplane, and walked over to a nearby road where a local truck driver came to assist them. The pilot did not report any flight control anomalies prior to the emergency landing.

Pilot information

A review of information on file with FAA Airman's Certification Division, Oklahoma City, Oklahoma, revealed the pilot was issued a commercial pilot rating on June 10,1978, with ratings for airplane single-engine land and instrument airplane. The pilot's last flight review was conducted on November 22, 2005. The pilot holds a third-class medical certificate issued on November 30, 2005, with no limitations. The FAA airman's report revealed that the pilot had a total of 1,850 flight hours. The pilot's logbooks were not recovered for review.

Aircraft information

The airplane is a 1969 Cessna 182M (serial number 18259635). It is a four-seat, high-wing airplane of predominantly aluminum construction with fixed tricycle landing gear. A 230-horsepower Continental O-470 engine (serial number 133686-7-R) powers the airplane. A review of the maintenance logbook revealed that the last annual inspection was conducted on November 17, 2005. The tachometer time indicated 5757.2 hours, and the Hobbs time indicated1260.2 hours. The Hobbs meter indicated 1576.2 hours at the time of the accident.

Wreckage examination

Examination of the wreckage revealed that the airplane was located on a logging road five miles northeast of the Oconee Dam off of Sinclair Drive. The airplane was on a 215-degree heading. The propeller remained attached to the flange and was bent aft. The nose gear was bent aft underneath the airplane but remained attached to the airframe, and the cabin floor section was buckled. Examination of the engine controls revealed that the mixture control lever was leaned out. The carburetor heat was in the open position. The fuel selector valve was in the both position. The left and right main landing gear remained attached to the airframe.

The empennage remained intact, and the vertical stabilizer was not damaged. The left and right horizontal stabilizers exhibited buckling. The elevators, and rudder exhibited buckling.

The right wing remained attached to the airframe. The leading edge of the right wing was crushed. The right main fuel tank was not ruptured, and the fuel cap had a tight seal. Examination of the fuel tank revealed an undetermined amount of fuel. The aileron and flap remained attached to the wing, and the flaps were extended to 30-degrees. The right main wing strut remained attached to the wing and broke away from the attachment point on the fuselage.

The left wing remained attached to the airframe. The leading edge of the left wing was crushed. The left main fuel tank was not ruptured, and the fuel cap had a tight seal. Examination of the fuel tank revealed an undetermined amount of fuel. The aileron and flap remained attached to the wing, and the flaps were extended to 30-degrees. The left main wing strut remained attached to the wing and the attachment point on the fuselage.

Additional information

Examination of the engine by an FAA inspector and an A&P mechanic revealed that a flex oil pressure line from the engine to the firewall had separated. Further examination of the oil line revealed that the hose was installed approximately 3/4 of the length of the fitting, leaving only three threads to hold the ferrule and "B" nut together. The "B" nut socket showed no evidence of wear. The oil gauge pressure line was replaced on July 20, 2001, at an engine tachometer time of 5694.15, and a Hobbs time of 1067.9. The oil gauge pressure line had an approximate time of 63.05 hours before it failed.

The airplane was released to United States Aviation Underwriters on July 7, 2006.