DFW05LA085

The 315-hour pilot reported that after a non-eventful flight, he was performing a straight in approach to the airport when the "engine quit." During the forced landing, the airplane impacted trees and came to rest nose low. The pilot added that he suspected that carburetor ice could have blocked the carburetor resulting in a loss of engine power. Examination of the airplane revealed no mechanical anomalies with the aircraft or engine. The engine was successfully run for approximately 10 minutes at various power settings during an examination. Approximately 45 minutes after the time of the accident, the weather observation at the airport reported temperature 4 degrees Celsius and dew point 1 degree Celsius. According to information on a Carburetor Icing Probability Chart at the operating temperature/dew point, the airplane was within the "Moderate Icing - Cruise Power setting or serious icing - glide power" range.

On March 9, 2005, approximately 2320 central standard time, a Cessna 182G single-engine airplane, N2315R, was substantially damaged during a forced landing following a reported loss of engine power while on final approach to the Fort Worth Spinks Airport (FWS), near Fort Worth, Texas. The private pilot, sole occupant of the airplane, was not injured. The airplane was registered to and operated by the pilot. Dark night visual meteorological conditions prevailed, and a flight plan was not filed for the 14 Code of Federal Regulations Part 91 personal flight. The 143-nautical mile cross-country flight originated from the Austin-Bergstrom International Airport (AUS), near Austin, Texas, approximately 2200, and was destined for FWS.

The 315-hour pilot reported in the Pilot/Operator Aircraft Accident Report (NTSB Form 6120.1/2) that after a non-eventful flight and checking the weather conditions at FWS, he elected to perform a straight-in approach to land on runway 35L (6,002-feet long and 100-feet wide asphalt runway). The pilot added that while established on a 3-mile final approach to runway 35L, at an approximate altitude of 1,150 feet mean sea level, the "engine quit," and the pilot initiated a night forced landing. The pilot stated that he attempted to restart the engine while verifying carburetor heat, throttle, propeller, mixture, and magneto settings while keeping the wings level until the airplane impacted mesquite trees.

The pilot reported that he suspected that the reason for the loss of engine power during the approach could have been the result of carburetor ice. A review of the information found on a carburetor Icing Probability Chart, given the atmospheric conditions prevailing during the flight, revealed that the airplane was operating within the "Moderate Icing - Cruise Power setting or Serious Icing - Glide Power" range.

At 0005, the Automated Surface Observing System at FWS reported wind calm, visibility 10 statute miles, clear sky, temperature 4 degrees Celsius, dew point 1 degree Celsius, and an altimeter setting of 30.10 inches of Mercury.

Examination of the airplane by an Federal Aviation Administration (FAA) inspector, who responded to the accident site, revealed that the airplane came to rest in a nose low attitude in a heavily wooded area. The left wingtip was crushed aft and the left wing was bent down at the wing attaching point. The left wing lifting strut was found separated. The right wing displayed leading-edge crushing throughout its entire span. Fuel was found in the left and right fuel cells.

Examination of the airplane was conducted on March 23, 2005, at the facilities of Air Salvage of Dallas, near Lancaster, Texas, by representatives from Teledyne Continental Motors and the FAA under the supervision of the NTSB investigator-in-charge. The Continental O-470-R engine was successfully run for approximately 10 minutes at various power settings.

Examination of the right wing fuel tank revealed that the fuel tank and fuel cap vents were free of debris. The left wing fuel tank and fuel filler cap vents were also free of debris. The left wing aft fuel screen was absent of debris. The fuel check valve was found absent of debris with no anomalies noted. In order to facilitate the engine run, a "stub" propeller and a used propeller governor were installed. The #6 cylinder rocker valve cover was also replaced due to a punctured hole. Examination of the rocker valve cover revealed that the puncture was consistent with being penetrated from the outside inward.