# NTSB ERA11LA190: Cessna 182P, N430ML, Alachua, FL, March 15, 2011 - Type: NTSB accident investigation - Classification: Accident · No injuries · Limited investigation · Final report - Date: March 15, 2011, 13:30 local (17:30 UTC) - Place: Alachua, FL - Coordinates: 29.904722, -82.514999 - Nearby events: https://openairdocs.org/map.md?lat=29.9047&lon=-82.5150&mi=10 - Phase of flight: [Enroute](https://openairdocs.org/ntsb-phases/400) (OpenAirDocs' grouping) - Defining event: [Enroute-cruise: Loss of engine power (total)](https://openairdocs.org/ntsb-events/341) - Highest injury: No injuries - Injuries: 1 uninjured - Status: Completed, report June 28, 2012 - Report: Approved by Office Director - NTSB office: Eastern Region Aviation - Parties: FAA/FSDO, Continetal Motors - NTSB case key (mKey): 78556 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=ERA11LA190 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/78556/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=78556 - Page: https://openairdocs.org/ntsb/ERA11LA190 ## Probable cause A loss of engine power due to the failure of the camshaft gear teeth and crankshaft gear teeth for undetermined reasons. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Engine (reciprocating): recip engine power section](https://openairdocs.org/ntsb-findings/01058520): Aircraft › Aircraft power plant · Failure (probable cause); cases with it: [Cessna 182P, 1 case](https://openairdocs.org/ntsb-findings/01058520/cases.md?model=2075816), [All aircraft, 233 cases](https://openairdocs.org/ntsb-findings/01058520/cases.md) - [Engine (reciprocating): recip engine power section](https://openairdocs.org/ntsb-findings/01058520): Aircraft › Aircraft power plant · Damaged/degraded (probable cause); cases with it: [Cessna 182P, 1 case](https://openairdocs.org/ntsb-findings/01058520/cases.md?model=2075816), [All aircraft, 233 cases](https://openairdocs.org/ntsb-findings/01058520/cases.md) - [Not determined](https://openairdocs.org/ntsb-findings/05000000): Not determined › Not determined · Unknown/Not determined (probable cause); cases with it: [Cessna 182P, 10 cases](https://openairdocs.org/ntsb-findings/05000000/cases.md?model=2075816), [All aircraft, 2,247 cases](https://openairdocs.org/ntsb-findings/05000000/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Enroute-cruise: Loss of engine power (total)](https://openairdocs.org/ntsb-events/341) (defining event); cases with it: [Cessna 182P, 15 cases](https://openairdocs.org/ntsb-events/341/sequence.md?model=2075816), [All aircraft, 3,820 cases](https://openairdocs.org/ntsb-events/341/sequence.md) - [Emergency descent: Off-field or emergency landing](https://openairdocs.org/ntsb-events/440); cases with it: [Cessna 182P, 18 cases](https://openairdocs.org/ntsb-events/440/sequence.md?model=2075816), [All aircraft, 3,365 cases](https://openairdocs.org/ntsb-events/440/sequence.md) - [Landing: Nose over/nose down](https://openairdocs.org/ntsb-events/096); cases with it: [Cessna 182P, 16 cases](https://openairdocs.org/ntsb-events/096/sequence.md?model=2075816), [All aircraft, 2,287 cases](https://openairdocs.org/ntsb-events/096/sequence.md) ## Analysis While the pilot was maneuvering the airplane to set up a visual approach, the engine lost partial power. The pilot attempted to restore full engine power but was unsuccessful. Subsequently, he made a forced landing in a field, and the airplane nosed over. A postaccident examination of the engine revealed that it would only partially rotate by hand with resistance. Further examination revealed that the camshaft gear was missing nine teeth and that one tooth was damaged. The crankshaft gear was missing four consecutive teeth, and one tooth was missing from another location on the gear. A metallurgical evaluation of the camshaft gear, crankshaft gear, an exhaust valve, and a lifter revealed that the components met all the material properties requirements. The fracture surfaces on the camshaft and crankshaft gears were damaged due to post-separation contact. Debris from the oil sump was identified as nitrided gear material and lifter fragments. The engine had accumulated about 12 hours of operating time since its most recent inspection, which included an oil change. At the time of the accident, the engine had accumulated a total time of 750.7 hours. According to the owner and the engine maintenance log, no propeller strikes had occurred since the engine was installed on the airframe. ## Factual narrative On March 15, 2011, about 1330 eastern daylight time, a Cessna 182P, N430ML, experienced a total loss of engine power during a descent near Alachua, Florida and the pilot subsequently made a forced landing to a field. The certificated private pilot was not injured. The airplane was operated by a private individual under the provisions of 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions prevailed and no flight plan was filed for the flight destined for Cannon Creek Airpark (15FL), Lake City, Florida. The flight departed Leesburg International Airport (LEE), Leesburg, Florida, about 1200. According to the pilot, he banked the airplane into a descending left turn in order to set up a visual approach to the destination runway when the engine lost partial power. The pilot verified that the mixture was full and moved the fuel selector from the right tank position to the left tank position, and then to the both position but was unable to restore full engine power. He increased the throttle in an attempt to restore engine power, but it then lost total power. Subsequently, the pilot made a forced landing into a field, the airplane nosed over, and came to rest inverted resulting in substantial damage. According to maps, the destination airport measured about 19 miles from the accident site. A post accident examination of the wreckage revealed that there was fuel noted in both fuel tanks. Examination of the engine by a Federal Aviation Administration (FAA) inspector revealed that the engine would partially rotate by hand and exhibited resistance during the rotation. According to FAA records, the pilot held a private pilot certificate for airplane single-engine land, glider, and a rating for instrument airplane. His most recent third-class medical certificate was issued in January 2011. The pilot reported 2,000 hours of total flight time, of which, 750 hours were in the same make and model as the accident airplane. According to FAA records, the airplane was manufactured in 1974. It was an all metal, high-wing, single-engine, cantilever monoplane with fixed tricycle landing gear. The airplane was equipped with a 300-horsepower, Continental Motors IO-550 series engine. The most recent annual inspection was performed on March 1, 2010, and at the time the tachometer indicated 1492.9 hours. At the time of the accident the tachometer indicated 1504.4 hours. The engine was installed new on the airplane in July 2001 by a certificated repair station. At the most recent annual inspection, the engine had accumulated 739.2 hours of total time in service. At the time of the accident, the engine had accumulated 750.7 hours of total time in service and 217.4 hours since all six cylinders were replaced. The maintenance records indicated that the oil was changed during the most recent annual inspection and at regular intervals in the past. The engine was further examined at the manufacturing facility in Mobile, Alabama, on August26, 2011. During the examination, 14 quarts of oil was drained from the engine. The starter adapter drive was removed and wear was noted on drive gear teeth. The oil pump assembly was removed, disassembled, and scoring on the pump housing and gears was noted. In addition, metal fragments were present inside the pump housing. The oil pressure relief valve exhibited damage to the valve face. Both magnetos were removed. The left magneto drive gear did not rotate freely and upon closer inspection, a broken gear tooth was wedged between the idler gear and magneto gear. Once the tooth was removed, the left magneto rotated freely. The oil sump was removed and revealed that the No. 1 exhaust lifter seized in the lifter boss. Spalling was present on all lifter faces. Excessive wear was noted on all camshaft lobes and all of the lobes exhibited spalled surfaces. The cylinder deck nuts and through bolts were checked for torque and break away torque. Two cylinder deck nuts and one through bolt on the No. 3 cylinder were found to be below the minimum torque. No other anomalies were discovered with the other cylinder nuts. All cylinders were removed and the cylinder bores exhibited normal wear with no scoring present. All piston domes exhibited normal wear and indications of multiple valve strikes. The piston rings displayed normal wear. All valves exhibited hammered valve faces, the valve key retainer slots had sharp raised edges, and the valve tips exhibited mushrooming. The crankcase halves were separated with no sign of fretting or deformation. The camshaft gear was missing nine teeth in addition to one partially damaged tooth. The crankshaft gear was missing four consecutive teeth and one tooth was missing from another location on the gear. The valve lifters were tested for bleed down and were found to be within manufacturer specifications. No anomalies were noted with the cylinder valves to guide measurements. The magnetos were tested with the original engine harness and produced spark on all towers. The fuel pump was pressure tested on a factory calibrated test bench which indicated the fuel pressure setting was higher than the manufacturers recommended specifications. The fuel metering and throttle body were pressure tested on a factory calibrated test bench and found to be flowing on the low side of the manufactures recommended specifications. The fuel manifold valve was tested on a factory calibrated test bench and found to be flowing below the manufactures recommended specifications. Further examination of the fuel system found contaminants in the fuel metering unit screen. The oil filter was opened and contained metal particles consistent with steel and aluminum. The camshaft gear, crankshaft gear, an exhaust valve, lifter, and debris recovered from the oil sump were submitted to the Continental Motors Engineering Department for metallurgical evaluation under the supervision of an FAA inspector. Both the camshaft gear and crankshaft gear hadmissing teeth and the fracture surfaces were damaged due to post separation contact. The camshaft gear, crankshaft gear, an exhaust valve, and lifter met the material property requirements. The debris from the oil sump was identified as nitrided gear material and lifter fragments. According to the owner and the engine maintenance log, no documented propeller strikes had occurred since the engine was installed on the airframe. ## Aircraft - Registration: [N430ML](https://openairdocs.org/deregistered/N430ML-2013-03-25), registration cancelled 2013-03-25, S/N 18263045, built 1974 (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: 18263045 - Airframe hours: 5050 - Engines: CONT MOTOR IO-550 SERIES 300 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Operator: Armstrong Equipment Leasing Co - Registered owner: Armstrong Equipment Leasing Co - Airworthiness certificate: Standard, Normal - Last inspection: Annual, March 15, 2010 - Departed: LEE, Leesburg, FL - Destination: 15FL, Lake City, FL ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 59; injuries: none; private; airplane ratings: single-engine land; medical: class 3, with waivers/limitations; last flight review July 15, 2010; seat: left; flight hours: 2,000 total, 750 in this make and model, 2,000 as pilot in command ## Weather - Conditions: Visual (VMC), Day - Wind: 200° at 7 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 79 °F, dew point 48 °F - Altimeter: 30.20 inHg - Observed at: GNV, 35 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 20110315004479A](https://openairdocs.org/incident/20110315004479A), Mar 15, 2011: Cessna 182P, Alachua, FL, Substantial damage. Pilot departed leesburg, FL (klee) airport at approximately 12:30 EST for a flight to cannon creek airpark, FL. After approximately one hour of flight, and 10… ## Docket (10 files) The files NTSB released with the investigation on May 22, 2012, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=78556. 6.1 MB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 404 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40360829&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Redacted.PDF - Engine Teardown Report (item 2, .PDF, 85 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40360834&FileExtension=.PDF&FileName=Engine%20Teardown%20Report-Master.PDF - Camshaft Gear Component Report - Continental Motors (item 3, .PDF, 415 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40360836&FileExtension=.PDF&FileName=Camshaft%20Gear%20Component%20Report%20-%20Continental%20Motors-Master.PDF - Excerpt of Engine Maintenance Log (item 4, .PDF, 303 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40360838&FileExtension=.PDF&FileName=Excerpt%20of%20Engine%20Maintenance%20Log-Redacted.PDF - Memorandom of Record: FAA Inspector (item 5, .PDF, 91 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40367194&FileExtension=.PDF&FileName=Memorandom%20of%20Record%3A%20FAA%20Inspector-Master.PDF - GNV Weather Observations (item 6, .PDF, 97 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40368059&FileExtension=.PDF&FileName=GNV%20Weather%20Observations-Master.PDF - Statement of Party Representatives to NTSB Investigation (item 7, .PDF, 339 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40360840&FileExtension=.PDF&FileName=Statement%20of%20Party%20Representatives%20to%20NTSB%20Investigation-Redacted.PDF - Release of Aircraft Wreckage, NTSB Form 6120.15 (item 8, .PDF, 67 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40367378&FileExtension=.PDF&FileName=Release%20of%20Aircraft%20Wreckage,%20NTSB%20Form%206120.15-Redacted.PDF - Photo 1: Aft View of Airplane (Courtesy of Continental Motors Inc.) (item 9, .PDF, 2.1 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40368019&FileExtension=.PDF&FileName=Photo%201%3A%20Aft%20View%20of%20Airplane%20(Courtesy%20of%20Continental%20Motors%20Inc.)-Master.PDF - Photo 2: View of broken crankshaft and camshaft gear teeth (Courtesy of Continental Motors Inc.) (item 10, .PDF, 2.3 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40368060&FileExtension=.PDF&FileName=Photo%202%3A%20View%20of%20broken%20crankshaft%20and%20camshaft%20gear%20teeth%20(Courtesy%20of%20Continental%20Motors%20Inc.)-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.