CHI95LA223

The pilot reported that after the airplane reached an altitude of 10,500 feet MSL, the skydivers exited the airplane. The pilot stated that he then began a wings-level, high-rate descent to stay clear of the drop zone. The mixture was at full rich and the carburetor heat was applied as he maintained 150 to 160 knots indicated airspeed. According to the pilot, the power was set at 21 to 22 inches of manifold pressure and the propeller was at 2200 to 2300 RPM. At approximately 6,000 feet MSL, the airplane's engine surged and began to run rough. The pilot decided to make a forced landing in a field after he realized that the airplane would not be able to reach the airport. While landing, the airplane's nose wheel struck a berm and the airplane nosed over. After the accident, the airplane's engine was successfully started and run. The engine operated normally with no observed mechanical anomalies. The airplane operator's handbook stated that application of full carburetor heat may enrichen the mixture to the point of engine roughness.

On July 15, 1995, at 1340 central daylight time, a Cessna 182C, N8779T, was substantially damaged following a partial loss of engine power and subsequent forced landing. The 14 CFR Part 135 local skydiving flight originated from Cook Airfield Inc. Airport in Derby, Kansas. The parachute jumpers had exited the airplane prior to the loss of engine power. The commercial certificated pilot reported no injuries. Visual meteorological conditions existed at the time of the accident.

In a written statement, the pilot reported that due to another jump airplane approaching from the north, he began a wings level high rate descent from 10,500 feet mean sea level (msl) to stay clear of the drop zone after the skydivers had exited the airplane. The pilot stated the power was set to approximately 21 to 22 inches of manifold pressure, the propeller was set to 2200 to 2300 rpm, the carburetor heat was on, and the mixture was full rich as he maintained 150 to 160 knots indicated airspeed during the decent.

The pilot stated that at approximately 6,000 feet msl, the airplane's engine surged several times and began to run rough. The pilot turned the airplane towards the airport as he checked the master switch, magnetos, and the fuel selector. The pilot stated that while the airplane was descending through 3,000 to 4,000 feet msl, he pulled the throttle to the idle position, cycled the magnetos, cycled the fuel selector, pumped the throttle, and turned the carburetor heat off for a short period of time and then pulled it back on. The pilot reported that the propeller continued to rotate, but it was apparently not producing any thrust. After realizing that the airplane would not be able to make it back to the airport, the pilot elected to make a forced landing on a wheat field. While landing, the airplane's nose wheel struck a berm and became inverted.

The pilot reported that this was his fourth or fifth jump flight of the day. He stated all previous flights had been normal.

The accident airplane's engine was successfully started and run on October 6, 1995, by an Federal Aviation Administration inspector. A magneto check was performed and indicated normal operation and the manifold pressure also operated normally. The engine operated with no observed mechanical anomalies.

The Operating Section of the Pilot Operator's Handbook for the Cessna 182 recommends, "...Application of full carburetor heat may enrichen the mixture to the point of engine roughness." The descent procedure calls for the application of "sufficient carburetor heat to prevent icing, if icing conditions exist."

The reported surface temperature in the area at the time of the accident was 92 degrees and the dew point was 66 degrees. The attached Carburetor Icing Probability Chart places this temperature and dew point combination in the light icing category for glide or cruise power.