CEN15LA243

The airline transport pilot was conducting a personal, cross-country flight. The pilot reported that, while in cruise flight and as he was preparing to descend the airplane, the engine experienced a reduction in power. The pilot's attempts to troubleshoot the power reduction power were unsuccessful. Due to the reduced available power, the airplane was unable to reach an airport, so the pilot conducted a forced landing to a field. During the landing, the nose landing gear dug into the soft terrain, and the airplane nosed over. Postaccident examination of the airplane did not reveal any anomalies. During a subsequent engine test run, the engine operated normally with no anomalies noted. Weather conditions on the ground at the time of the accident were conducive to moderate carburetor icing at cruise power settings; however, the temperature and dew point at 9,000 ft, the altitude at which the initial power loss occurred, could not be determined. The reason for the engine power loss could not be determined.

On May 26, 2015, about 2350 central daylight time, a Cessna TR182, N4645T, nosed over during a forced landing following a partial loss of engine power near Tulia, Texas. The pilot was not injured. The airplane sustained substantial damage to its wings, vertical tail, and fuselage. The airplane was registered to a private individual and operated by the pilot under the provisions of 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions prevailed for the flight, which operated on an instrument flight rules flight plan. The flight originated from the Western Nebraska Regional Airport, Scottsbluff, Nebraska, about 1930. The pilot reported that after departure the airplane was climbed to 9,000 feet above mean sea level (msl) for cruise. Upon reaching 9,000 feet he set the engine controls for cruise power of 23 inches of manifold pressure, 2,300 rpm, and leaned to 150 degrees rich of peak exhaust gas temperature. As he was planning his descent, the engine suddenly experienced a reduction in power to 1,000 rpm. The pilot attempted to troubleshoot the engine problem by increasing the mixture, propeller, and throttle controls, switching the fuel selector from "both" to the left tank, turning on the auxiliary boost pump, and applying carburetor heat. He then turned toward the Hale County Airport (PVW), near Plainview, Texas, and contacted air traffic control (ATC). He said that the engine began to sputter, and turning off the auxiliary fuel pump resulted in the engine returning to 1,000 rpm. He then switched to the right fuel tank and attempted the procedures from the emergency checklist with no change in engine power. He then attempted closing the throttle and re-advancing it but there was no change in power production from the engine. At this time he realized that he would not be able to reach PVW and informed ATC. The ATC controller informed the pilot that the Swisher County Municipal Airport (I06) was at his 9 o'clock position and the pilot diverted toward I06. When he was heading toward I06, he realized that he would not be able to glide to the airport and made a forced landing to a field during night light conditions. He stated that during the landing roll the airplane's nose landing gear dug into the soft ground and the airplane nosed over. Examination of the airplane by Federal Aviation Administration Inspectors at the accident scene did not reveal any anomalies. Fuel was present in the wing tanks, and no outward indications of a mechanical problem were observed. A subsequent examination of the airplane by the NTSB Investigator in Charge, after removal from the field, also revealed no anomalies although the airplane's wings had been removed for transport. An engine test run was performed with the engine still mounted to the fuselage. Due to the removal of the wings, a temporary fuel tank was connected to the left wing's fuel line. The remainder of the airplane's fuel system was not altered. The damagedpropeller was replaced with a surrogate propeller for the engine run. The engine started normally and was allowed to warm up before advancing the throttle. The engine was able to produce full power during the test run. Several sequences of rapid power application were performed and the engine responded as expected. No defects in engine operation were noted during the test run. The reported weather conditions at PVW, about 24 miles south of the accident site, at 2355, included a temperature of 18 degrees Celsius and a dew point of 14 degrees Celsius. According to a carburetor icing probability chart, the surface temperature and dew point were in a range of susceptibility for moderate carburetor icing at cruise power settings, however, the temperature and dew point at 9,000 feet, where the initial power loss occurred, could not be determined.