# NTSB CEN24LA118: Cessna 182P, N14YY, Charleston, MS, February 20, 2024 - Type: NTSB accident investigation - Classification: Accident · Serious injuries · Class 3 · Limited · Final report - Date: February 20, 2024, 13:12 local (19:12 UTC) - Place: Charleston, MS · 38646 - Coordinates: 34, -90 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=34.0000&lon=-90.0000&mi=10 - Phase of flight: [Approach](https://openairdocs.org/ntsb-phases/500) (OpenAirDocs' grouping) - Defining event: [Approach: Loss of control in flight](https://openairdocs.org/ntsb-events/240) - Highest injury: Serious injuries - Injuries: 1 serious - Status: Completed - Report: Approved by Office Director - Investigation class: Class 3 - NTSB office: Central Region - Parties: Federal Aviation Administration, Jackson Flight Standards District Office, Textron Aviation - NTSB case key (mKey): 193823 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=CEN24LA118 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/193823/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=193823 - Page: https://openairdocs.org/ntsb/CEN24LA118 ## Probable cause The pilot’s failure to attain/maintain aircraft control during an approach for landing that resulted in an impact with terrain. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Performance/control parameters](https://openairdocs.org/ntsb-findings/01062000): Aircraft › Aircraft oper/perf/capability · Not attained/maintained (probable cause); cases with it: [Cessna 182P, 8 cases](https://openairdocs.org/ntsb-findings/01062000/cases.md?model=2075816), [All aircraft, 1,269 cases](https://openairdocs.org/ntsb-findings/01062000/cases.md) - [Fuel system: fuel distribution](https://openairdocs.org/ntsb-findings/01022820): Aircraft › Aircraft systems · Malfunction; cases with it: [Cessna 182P, 1 case](https://openairdocs.org/ntsb-findings/01022820/cases.md?model=2075816), [All aircraft, 141 cases](https://openairdocs.org/ntsb-findings/01022820/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Approach: Loss of control in flight](https://openairdocs.org/ntsb-events/240) (defining event); cases with it: [Cessna 182P, 17 cases](https://openairdocs.org/ntsb-events/240/sequence.md?model=2075816), [All aircraft, 5,002 cases](https://openairdocs.org/ntsb-events/240/sequence.md) - [Landing: Loss of control on ground](https://openairdocs.org/ntsb-events/230); cases with it: [Cessna 182P, 25 cases](https://openairdocs.org/ntsb-events/230/sequence.md?model=2075816), [All aircraft, 4,585 cases](https://openairdocs.org/ntsb-events/230/sequence.md) - [Takeoff: Collision with terr/obj (non-CFIT) ](https://openairdocs.org/ntsb-events/470); cases with it: [Cessna 182P, 47 cases](https://openairdocs.org/ntsb-events/470/sequence.md?model=2075816), [All aircraft, 10,189 cases](https://openairdocs.org/ntsb-events/470/sequence.md) ## Analysis The pilot was positioning the airplane for the new owner when it began to yaw left. The pilot added rudder trim to counteract the left yawing tendency of the airplane. During the flight, the pilot stated he twice switched the fuel selector from BOTH to LEFT and on both occasions fuel starvation ensued. The pilot continued the flight with the fuel selector on BOTH and diverted to an airport to avoid running out of fuel. The pilot performed two go-arounds due to the airplane’s left yawing tendency. He reported that on the third landing attempt, he knew he needed to land the airplane as he was expecting a loss of engine power due to fuel starvation. He recalled fighting the airplane during the landing and had no memory of what occurred after that. A witness video showed the airplane approach and attempt two landings at high speed with the nose yawed and with the flaps retracted before it impacted the ground. Postaccident examination of the airplane revealed the position of the rudder trim could not be determined due to postimpact damage. The fuel system venting was normal except for the left fuel cap, which did not allow proper venting. The restricted venting of the left fuel tank would have reduced fuel flow from the left fuel tank, which was evident by the pilot’s description of fuel starvation while the fuel selection was positioned to the left fuel tank. The fuel imbalance would have induced a left rolling tendency due to greater fuel weight in the left fuel tank. The yawed attitude of the airplane during the approaches was likely due to excessive rudder trim. Even though there was a fuel imbalance, the airplane still would have been controllable. There were no other mechanical anomalies that would have precluded normal aircraft operation. ## Factual narrative On February 20, 2024, at 1312 central standard time, a Cessna 182P, N14YY, was involved in an accident near Marks, Mississippi. The airplane was destroyed. The private pilot sustained serious injuries. The airplane was operated under Title 14 Code of Federal Regulations Part 91 as a positioning flight. The purpose of the flight was for the pilot to position the airplane after it had been purchased by its new owner. The pilot stated that that before the accident flight, he flew the airplane with the previous owner to get familiar with the airplane. The pilot said there were no issues with the airplane during the familiarization flight. He planned to fly to Panola County Airport (PMU), Batesville, Mississippi, to refuel. The pilot stated while en route to PMU, he had to twice add a couple notches of rudder trim because the airplane was tracking to the left. About 30 nautical miles (nm) from PMU, the pilot switched the fuel selector from BOTH to LEFT, and about one minute later, the engine exhibited signs of fuel starvation. The pilot then switched the fuel selector back to BOTH and the engine regained power. About 13 nm from PMU, he again switched the fuel selector to LEFT, and the engine again exhibited signs of fuel starvation. He then switched the fuel selector to BOTH knowing there was good fuel flow in the BOTH position. He decided to divert to Selfs Airport (MMS), Marks, Mississippi, to not run out of fuel. The pilot stated that on his first attempt to land at MMS, he had difficulty maintaining a straight descent to runway 2. Upon touchdown, the airplane immediately turned left, so he added engine power for a go-around. While trying to line up again for runway 2, he could not maintain a normal straight in approach. He said that it appeared there was no rudder control. When the airplane touched down, the airplane turned to the left and he performed another go-around. The pilot said during the last landing attempt, he was fighting the airplane and had to land because he was expecting a loss of engine power due to fuel starvation. The airplane then impacted terrain off the runway edge and was destroyed by impact forces. A witness video showed the airplane approach and attempt landings on runway 2 at high speed with the nose yawed left and with the flaps retracted before impact with the ground. The approaches were unstabilized, and the airplane’s attitude was uncoordinated. The engine was operating during the approaches. Postaccident examination of the fuel system revealed that the wing fuel tank caps were Monarch Fuel Caps that were installed under a supplemental type certificate. The left fuel cap did not allow air to be drawn in when suction was applied to the bottom of the cap. The right fuel cap allowed air to be drawn in when suction was applied to the bottom of the cap. The left and right wing bladder tanks were attached, secured, and exhibited no wrinkles. There was no debris in the left and right wing bladder tanks. The left and rightwing forward and aft fuel line outlet screens were unobstructed. Shop air was blow into the left and right wing forward and aft fuel outlets and air exited the gascolator outlet, which was consistent with no blockage and a fuel selector position of BOTH. The gascolator screen and bowl did not contain debris. The fuel lines leading to and exiting the fuel selector assembly were attached and secure. The fuel selector handle was broken off from the fuel selector input shaft consistent with impact damage. The fuel selector valve position was confirmed to be in the BOTH position. The fuel selector operated with no binding/sticking, and detents were felt through each of the LEFT, RIGHT, BOTH, and OFF positions. The wing flaps and the cockpit wing flap indicator were in the fully retracted position. Flight control continuity was confirmed from the control surfaces to the cockpit controls. The cockpit rudder trim indicator exhibited damage consistent with impact and was off its scale. The indicator tip was in the full nose right stop. The rudder trim/nose wheel bungee sprocket was nearly fully rotated to its full nose left trim stop. The pilot was issued a private pilot certificate with a single engine land rating in 1975. A review of the pilot’s logbook, which had its first entry dated May 12, 2022, and its last entry dated January 23, 2024, showed that he accumulated at total flight time of 427.8 hours in all aircraft. He had no entries for flights in a Cessna 182 during this logbook period. The pilot stated on National Transportation Safety Board Pilot/Operator Aircraft Accident/Incident Report, form 6120.1, that he accumulated a total flight time in the accident airplane make and model 9 hours and 4 hours the past 90 days and 4 hours in the past 30 days. ## Aircraft - Registration: [N14YY](https://openairdocs.org/aircraft/N14YY), registered now, S/N 18261390, built 1972 (OpenAirDocs) - Reported make and model: CESSNA 182P - Registry model: [Cessna 182P](https://openairdocs.org/model/cessna-182p) (registry code 2075816) (OpenAirDocs) - Registry engine: [Continental O-470 series](https://openairdocs.org/engine/continental-o-470-series) (registry code 17026, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 18261390 - Year built: 1972 - Airframe hours: 1431.8 - Engines: Continental O-470-R 230 horsepower reciprocating - Damage: Destroyed - Flight: Positioning, Part 91 - Operator: Norwoods Air, LLC - Registered owner: Norwoods Air, LLC - Airworthiness certificate: Standard, Normal - Last inspection: Annual, May 2, 2023 - Departed: CXO, Conroe, TX - Destination: PMU, Batesville, MS - Airport: MMS, Selfs Airport, runway 2, 3,346 × 70 ft, asphalt - Equipment: ADS-B, Handheld GPS ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 68; injuries: serious; private; airplane ratings: single-engine land; medical: class 3, without waivers/limitations; last flight review June 10, 2022; seat: left; restraint: 3-point; flight hours: 431 total, 9 in this make and model, 359 as pilot in command, 11 in the last 90 days, 4 in the last 30 days, 0 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: 130° at 6 knots - Visibility: 10 statute miles - Temperature: 66 °F - Altimeter: 30.21 inHg - Observed at: CKM, 12 nm away ## 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 20240220003459A](https://openairdocs.org/incident/20240220003459A), Feb 20, 2024: Cessna 182P, Marks, MS, Destroyed. PIC statement: Twice during the flight I felt the airplane was tracking to much to the left so I added a couple of notchs of rudder trim. This did not seem to… ## Docket (10 files) The files NTSB released with the investigation on March 19, 2025, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=193823. 81.6 MB in all. - Pilot/operator aircraft accident report, NTSB form 6120.1 (item 1, PDF, 11 pages, 2.1 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=16856583&FileExtension=pdf&FileName=6120%20Master_Redacted-Rel.pdf - Adsb plot (item 2, KMZ, 434 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=17978332&FileExtension=kmz&FileName=20240220_A0A294_541274522-Rel.kmz - Adsb data (item 3, XLSX, 11.9 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=17978457&FileExtension=xlsx&FileName=20240220_A0A294_541274522_ADSB-Rel.xlsx - Video of accident provided by airport manager (item 4, MOV, 44.1 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=16855817&FileExtension=MOV&FileName=IMG_7649-Rel.MOV - Memorandum for record a�� examination (item 5, PDF, 2 pages, 72 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=17978251&FileExtension=pdf&FileName=Record%20of%20Exam-Rel.pdf - Photos (item 6, PDF, 5 pages, 1.6 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=17978155&FileExtension=pdf&FileName=Photo%20Template-Rel.pdf - Pilot logbook (item 7, PDF, 7 pages, 10.2 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=17988570&FileExtension=pdf&FileName=Dale%20Brownie%20Pilot%20Logbook_Redacted-Rel.pdf - Airframe logbook excerpt (item 8, PDF, 9 pages, 6.3 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=16857742&FileExtension=pdf&FileName=Airframe%20Log%20N14YY%2018261390%20MMS_Redacted-Rel.pdf - Engine logbook excerpt (item 9, PDF, 9 pages, 4.5 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=16858118&FileExtension=pdf&FileName=Engine%20Log%20N14YY%2018261390%20MMS_Redacted-Rel.pdf - Statement of party representatives to NTSB investigation (item 10, PDF, 1 page, 239 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=17985339&FileExtension=pdf&FileName=Party%20Form%20Master_Redacted-Rel.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.