# NTSB CEN13LA286: Cessna 182C, N9075T, Fremont, MI, May 18, 2013 - Type: NTSB accident investigation - Classification: Accident · No injuries · Limited investigation · Final report - Date: May 18, 2013, 14:00 local (18:00 UTC) - Place: Fremont, MI - Coordinates: 43.439445, -85.995002 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=43.4394&lon=-85.9950&mi=10 - Phase of flight: [Approach](https://openairdocs.org/ntsb-phases/500) (OpenAirDocs' grouping) - Defining event: [Approach-VFR pattern downwind: Loss of engine power (total)](https://openairdocs.org/ntsb-events/341) - Highest injury: No injuries - Injuries: 1 uninjured - Status: Completed, report December 11, 2013 - Report: Approved by Office Director - NTSB office: Central Region - Parties: Federal Aviation Administration, Grand Rapids FSDO - NTSB case key (mKey): 86941 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=CEN13LA286 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/86941/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=86941 - Page: https://openairdocs.org/ntsb/CEN13LA286 ## Probable cause The pilot's improper preflight planning, which resulted in a loss of engine power due to fuel exhaustion while in the traffic pattern. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Fluids: fuel](https://openairdocs.org/ntsb-findings/01071010): Aircraft › Fluids/misc hardware · Fluid level (probable cause); cases with it: [Cessna 182C, 3 cases](https://openairdocs.org/ntsb-findings/01071010/cases.md?model=2072708), [All aircraft, 1,695 cases](https://openairdocs.org/ntsb-findings/01071010/cases.md) - [Planning/preparation: fuel planning](https://openairdocs.org/ntsb-findings/02061030): Personnel issues › Task performance · Pilot (probable cause); cases with it: [Cessna 182C, 3 cases](https://openairdocs.org/ntsb-findings/02061030/cases.md?model=2072708), [All aircraft, 719 cases](https://openairdocs.org/ntsb-findings/02061030/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Approach-VFR pattern downwind: Fuel exhaustion](https://openairdocs.org/ntsb-events/192); cases with it: [Cessna 182C, 3 cases](https://openairdocs.org/ntsb-events/192/sequence.md?model=2072708), [All aircraft, 804 cases](https://openairdocs.org/ntsb-events/192/sequence.md) - [Approach-VFR pattern downwind: Loss of engine power (total)](https://openairdocs.org/ntsb-events/341) (defining event); cases with it: [Cessna 182C, 8 cases](https://openairdocs.org/ntsb-events/341/sequence.md?model=2072708), [All aircraft, 3,820 cases](https://openairdocs.org/ntsb-events/341/sequence.md) - [Landing: Off-field or emergency landing](https://openairdocs.org/ntsb-events/440); cases with it: [Cessna 182C, 6 cases](https://openairdocs.org/ntsb-events/440/sequence.md?model=2072708), [All aircraft, 3,365 cases](https://openairdocs.org/ntsb-events/440/sequence.md) - [Landing-landing roll: Nose over/nose down](https://openairdocs.org/ntsb-events/096); cases with it: [Cessna 182C, 7 cases](https://openairdocs.org/ntsb-events/096/sequence.md?model=2072708), [All aircraft, 2,287 cases](https://openairdocs.org/ntsb-events/096/sequence.md) ## Analysis The pilot reported that the purpose of the accident flight was to release four skydivers at 10,500 feet mean sea level (msl). The pilot reported that, before the accident flight, he used a calibrated dipstick to determine how much fuel was on board the airplane. The left and right fuel tanks contained 10 and 5 gallons of fuel, respectively. He noted that the skydiving flight typically took a single pass over the landing zone, which required about 20 to 25 minutes of flight time and 8 gallons of fuel; however, the accident flight required two passes over the landing zone at 10,500 feet msl, which added about 2 to 5 minutes to the accident flight. He reported that the flight climbed to 10,500 feet msl and the skydivers were released without any anomalies or malfunctions with the airplane. The pilot immediately initiated a descent to reenter the traffic pattern at the departure airport, and the airplane experienced a loss of engine power while on the downwind leg. A helicopter was approaching the airport at a similar altitude, which delayed the turn onto the base leg. Believing he had insufficient altitude to reach the runway, the pilot performed a forced landing to a field. The nose landing gear collapsed shortly after touchdown, and the airplane subsequently nosed over. Following the accident, the pilot reported to several individuals that the airplane "ran out of fuel," which resulted in the loss of engine power while in the traffic pattern. Additionally, the pilot stated that there were no mechanical issues with the engine before the loss of engine power. During a postaccident examination, 3.5 gallons of fuel were recovered from the airplane. According to the Pilot Operating Handbook, the airplane has 3 gallons of unusable fuel while operating in level flight and 10 gallons of unusable fuel while in flight attitudes other than level flight; therefore, the airplane did not have enough fuel for the accident flight. ## Factual narrative On May 18, 2013, at 1400 eastern daylight time, a Cessna model 182C airplane, N9075T, was substantially damaged during a forced landing near the Fremont Municipal Airport (KFFX), Fremont, Michigan. The commercial pilot was not injured. The airplane was registered to a private individual and operated by Premier Skydiving, under the provisions of 14 Code of Federal Regulations Part 91, without a flight plan. Day visual meteorological conditions prevailed for the skydiving flight that departed KFFX at 1330.The pilot reported that the purpose of the accident flight was to release four skydivers at 10,500 feet mean sea level (msl). He had flown a similar flight earlier that day to the same altitude without any anomalies with the airplane. Before the accident flight, he used a calibrated dipstick to determine how much fuel was on board the airplane. The left fuel tank contained 10 gallons of fuel and the right fuel tank contained 5 gallons of fuel. The pilot noted that the skydiving flight to 10,500 feet msl typically took 20-25 minutes and required 8 gallons of fuel. The pilot reported that the flight climbed to 10,500 feet msl without any anomalies or malfunctions with the airplane. Typically, all of the skydivers exit the airplane during a single pass over the landing zone; however, the accident flight required two passes over the landing zone which added an additional 2-5 minutes to the accident flight. After releasing the final skydivers on the second pass, the pilot immediately initiated a descent to reenter the traffic pattern at KFFX. He stated that his descent was made with 15-inches of engine manifold pressure at 2,200 rpm, which resulted in a 1,000-1,500 feet per minute descent rate at 150 miles per hour. After entering the traffic pattern for runway 9 (3,502 feet by 75 feet, asphalt) he applied carburetor heat about midfield on the downwind leg. The pilot reported there were no anomalies with engine operation immediately after the application of carburetor heat; however, the airplane experienced a loss of engine power before the turn to the base leg. The pilot reported seeing a helicopter approaching the airport from the west at a similar altitude to his airplane. The pilot stated that he delayed his turn onto base leg because the helicopter would have conflicted with a normal traffic pattern. He attempted to radio the helicopter pilot that he needed to land immediately, but the airplane was already in a position where a glide to the runway was not possible due to insufficient altitude. The pilot elected to make a forced landing to an agricultural field located adjacent to the airport property. The nose landing gear collapsed shortly after touchdown and the airplane subsequently nosed over. The engine firewall and wings were substantially damaged during the accident sequence. The Federal Aviation Administration (FAA) type certificate data sheet (TCDS) and pilot operating handbook (POH) for the Cessna model 182C lists a total fuel capacityof 65 gallons, evenly distributed between two wing fuel tanks. The airplane has 55 gallons of usable fuel (10 gallons unusable) available in all flight attitudes; however, an additional 3.5 usable gallons per wing fuel tank is available while the airplane operates in level flight. A FAA maintenance inspector examined the airplane following the accident. The airplane remained upside down for two days before it was recovered to an upright attitude to facilitate the postaccident examination. The fuel tank selector valve was found positioned to draw fuel from both wing tanks. The FAA inspector reported that 2.5 gallons of fuel were recovered from the left wing fuel tank and 1.0 gallon of fuel was recovered from the right wing fuel tank. The FAA inspector did not identify any preimpact mechanical malfunctions or failures that would have precluded normal operation of the engine. Following the accident, local law enforcement attempted to interview the pilot, who declined to be interviewed without legal representation. A sheriff deputy later interviewed the airport manager who was a first responder to the accident site. The airport manager reported that the pilot told him that he had run out of fuel while maneuvering to land. When interviewed by the National Transportation Safety Board (NTSB) investigator-in-charge, the pilot stated that the airplane "ran out of fuel" which resulted in a loss of engine power while in the traffic pattern. Additionally, the pilot said that there were no mechanical issues with the engine before the loss of engine power. At 1354, the KFFX automated surface observing system reported the following weather conditions: wind 120 degrees true at 3 knots, visibility 10 miles, sky clear, temperature 25 degrees Celsius, dew point 6 degrees Celsius, altimeter setting 30.06 inches of mercury. ## Aircraft - Registration: [N9075T](https://openairdocs.org/deregistered/N9075T-2018-03-16), registration cancelled 2018-03-16, S/N 52975, built 1960 (OpenAirDocs) - Reported make and model: CESSNA 182C - Registry model: [Cessna 182C](https://openairdocs.org/model/cessna-182c) (registry code 2072708) (OpenAirDocs) - Registry engine: [Continental O-470 series](https://openairdocs.org/engine/continental-o-470-series) (registry code 17026, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 52975 - Airframe hours: 4429 - Engines: Teledyne Continental Motors O-470-L 230 horsepower reciprocating - Damage: Substantial damage - Flight: Skydiving, Part 91 - Operator: Premier Skydiving - Registered owner: William A. Schram - Airworthiness certificate: Standard, Normal - Last inspection: 100 hour, July 20, 2012, 87 hours before - Departed: KFFX, Fremont, MI - Destination: KFFX, Fremont, MI - Airport: KFFX, Fremont Municipal Airport, runway 09, 3,502 × 75 ft, asphalt ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 59; injuries: none; commercial; airplane ratings: single-engine land; medical: class 2, with waivers/limitations; last flight review April 1, 2012; seat: left; flight hours: 2,984 total, 2,480 in this make and model, 2,700 as pilot in command, 8 in the last 90 days, 8 in the last 30 days, 0 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: 120° at 3 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 77 °F, dew point 43 °F - Altimeter: 30.05 inHg - Observed at: KFFX ## FAA reports on this event (1) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Accident 20130518008309A](https://openairdocs.org/incident/20130518008309A), May 18, 2013: Cessna 182C, Fremont, MI, Substantial damage. May 18, 2013 N9075T, a Cessna 182C landed in a field near the Fremont Michigan airport, approximately 1400 local time. Pilot, was the sole occupant of the… ## Docket (8 files) The files NTSB released with the investigation on July 31, 2013, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=86941. 1.5 MB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 499 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40393975&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Redacted.PDF - Memorandum of Conversation (Pilot Dennis Swanson) (item 2, .PDF, 131 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40393976&FileExtension=.PDF&FileName=Memorandum%20of%20Conversation%20(Pilot%20Dennis%20Swanson)-Master.PDF - Memorandum of Conversation (FAA Inspector John Farnham) (item 3, .PDF, 60 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40393978&FileExtension=.PDF&FileName=Memorandum%20of%20Conversation%20(FAA%20Inspector%20John%20Farnham)-Master.PDF - Newaygo County Sheriff Department Incident Report (item 4, .PDF, 197 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40393979&FileExtension=.PDF&FileName=Newaygo%20County%20Sheriff%20Department%20Incident%20Report-Redacted.PDF - Fremont Police Department Incident Report (item 5, .PDF, 222 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40393980&FileExtension=.PDF&FileName=Fremont%20Police%20Department%20Incident%20Report-Redacted.PDF - Pilot Operating Handbook Fuel System Description, excerpts (item 6, .PDF, 263 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40393981&FileExtension=.PDF&FileName=Pilot%20Operating%20Handbook%20Fuel%20System%20Description,%20excerpts-Master.PDF - FAA Type Certificate Data Sheet For Cessna model 182C, excerpts (item 7, .PDF, 24 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40393982&FileExtension=.PDF&FileName=FAA%20Type%20Certificate%20Data%20Sheet%20For%20Cessna%20model%20182C,%20excerpts-Master.PDF - Weather Information (item 8, .PDF, 93 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40393983&FileExtension=.PDF&FileName=Weather%20Information-Master.PDF From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. --- 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.