# NTSB ERA14LA390: Cessna R182, N292LC, Farmingdale, NY, August 17, 2014 - Type: NTSB accident investigation - Classification: Accident · No injuries · Limited investigation · Final report - Date: August 17, 2014, 14:30 local (18:30 UTC) - Place: Farmingdale, NY - Coordinates: 40.72861, -73.41333 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=40.7286&lon=-73.4133&mi=10 - Phase of flight: [Enroute](https://openairdocs.org/ntsb-phases/400) (OpenAirDocs' grouping) - Defining event: [Enroute-cruise: Miscellaneous/other](https://openairdocs.org/ntsb-events/900) - Highest injury: No injuries - Injuries: 2 uninjured - Status: Completed, report February 13, 2017 - Report: Approved by Office Director - NTSB office: Eastern Region Aviation - Parties: FAA/FSDO - NTSB case key (mKey): 89898 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=ERA14LA390 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/89898/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=89898 - Page: https://openairdocs.org/ntsb/ERA14LA390 ## Probable cause The failure of the aluminum nipple fuel supply line fitting, which resulted in an engine compartment fire. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Fuel system: fuel distribution](https://openairdocs.org/ntsb-findings/01022820): Aircraft › Aircraft systems · Failure (probable cause); cases with it: [Cessna R182, 1 case](https://openairdocs.org/ntsb-findings/01022820/cases.md?model=2072734), [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. - [Enroute-cruise: Miscellaneous/other](https://openairdocs.org/ntsb-events/900) (defining event); cases with it: [Cessna R182, 5 cases](https://openairdocs.org/ntsb-events/900/sequence.md?model=2072734), [All aircraft, 1,556 cases](https://openairdocs.org/ntsb-events/900/sequence.md) - [Enroute-cruise: Fuel related](https://openairdocs.org/ntsb-events/190); cases with it: [Cessna R182, 3 cases](https://openairdocs.org/ntsb-events/190/sequence.md?model=2072734), [All aircraft, 361 cases](https://openairdocs.org/ntsb-events/190/sequence.md) - [Emergency descent: Fire/smoke (non-impact)](https://openairdocs.org/ntsb-events/150); cases with it: [Cessna R182, 1 case](https://openairdocs.org/ntsb-events/150/sequence.md?model=2072734), [All aircraft, 504 cases](https://openairdocs.org/ntsb-events/150/sequence.md) ## Analysis The private pilot departed for the personal cross-country flight. The pilot reported that, after leveling off the airplane at 5,000 ft mean sea level (msl), he noted a fuel pressure drop and a fuel flow rate increase. The pilot requested a priority return to the departure airport, and when the airplane was on a high, right downwind leg of the traffic pattern, smoke appeared in the cockpit along with an "acrid, insulation smell." The pilot then declared an emergency and requested that fire rescue equipment be standing by at the airport. The pilot added that, as the airplane descended through 1,400 ft msl and with the engine still running "normally," he observed flames entering the cockpit near the rudder pedals. The pilot completed the landing, stopped the airplane on the taxiway, and after he and the passenger disembarked, firefighters extinguished the fire. Subsequent examination of the airplane revealed that the aluminum nipple fitting that connected the fuel line "T" to the carburetor was fractured and had separated, which allowed fuel to be pumped into the engine compartment. The nipple fitting was likely original to the airframe, which had about 4,010 total hours of operation. The airframe manufacturer indicated that the fitting was likely cracked for some time before the complete separation occurred and that the crack should have been detectable during ground inspection before the failure through either fuel staining and/or a strong fuel odor. However, the investigation could not determine the condition of the fitting before the accident flight or at the time of the airplane's most recent annual inspection, which was performed 150 hours (about 6 months) before the accident. ## Factual narrative On August 17, 2014, about 1430 eastern daylight time, a Cessna R182, N292LC, was substantially damaged when it caught fire while returning to Republic Airport (FRG), Farmingdale, New York. The private pilot and the passenger were not injured. Visual meteorological conditions prevailed, and the flight was operating on an instrument flight rules flight plan between FRG and Dutchess County Airport (POU), Poughkeepsie, New York. The personal flight was conducted under the provisions of 14 Code of Federal Regulations Part 91. According to the pilot, the airplane took off about 1415, and was cleared to 5,000 feet mean sea level (msl). Shortly after leveling off, the pilot noted a fuel pressure drop and a fuel flow rate increase. The pilot requested a priority return to FRG and kept the airplane at 5,000 msl feet until he believed that he could land at the airport in the event of an engine failure, then descended it to 3,000 feet msl for a visual approach to runway 32. When the airplane was on a high right downwind leg of the traffic pattern, smoke appeared in the cockpit along with an "acrid, insulation smell." The pilot then declared an emergency and requested that fire rescue equipment be standing by. As the airplane descended through 1,400 feet msl, and with the engine still running "normally," flames were observed entering the cockpit in the vicinity of the rudder pedals. The pilot subsequently lowered the flaps and completed the landing to runway 32. He then turned the airplane onto a taxiway and stopped it where he and the passenger disembarked, and firefighters extinguished the fire. According to a responding Federal Aviation Administration (FAA) inspector, the AN911-2D nipple fitting that connected the fuel line Tee (AN917-2D) to the carburetor was fractured and had separated, which allowed fuel to be pumped into the engine compartment. The inspector subsequently suggested through FAA channels that an Airworthiness Directive (AD) be issued to change the AN911-2D aluminum nipple fitting to an MS fitting made of steel. He also noted that the nipple fitting was likely original to the airframe, which had about 4,010 hours of operation. In response, the FAA Aircraft Certification Office (ACO) stated that they reviewed National Transportation Safety Board accident/incident and Monitor Safety Analyze Data databases for the last 15 years for other like occurrences and/or failures and found no additional reports to support the issuance of an AD. The response further noted that the AN911-2D nipple fitting was an industry standard part which was used in numerous fuel, hydraulic and pneumatic systems, throughout the aerospace industry, including in the fuel systems of many other Cessna airplanes. Cessna indicated that they had not received any other reports wherein an AN9l1-2D nipple cracked and caused a fuel leak, and that it was "very likely the nipple was cracked for a time prior to complete separation. Evidence of this crack should have beendetectable during ground inspection prior to complete failure of the nipple in the form of fuel staining and/or a strong fuel odor…" Both Cessna and the FAA ACO did not agree to the proposed fitting material change to steel. The pilot reported that the airplane had been operated for 150 hours since its most recent annual inspection, which was performed on February 15, 2014. ## Aircraft - Registration: [N292LC](https://openairdocs.org/deregistered/N292LC-2017-06-16), registration cancelled 2017-06-16, S/N R18201188, built 1979 (OpenAirDocs) - Reported make and model: CESSNA R182 - Registry model: [Cessna R182](https://openairdocs.org/model/cessna-r182) (registry code 2072734) (OpenAirDocs) - Registry engine: [Lycoming 0-540 series](https://openairdocs.org/engine/lycoming-0-540-series) (registry code 41532, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: R18201188 - Year built: 1979 - Airframe hours: 4010 - Engines: Continental O-540 235 horsepower reciprocating - Damage: Substantial damage - Fire: In-Flight - Flight: Personal, Part 91 - Airworthiness certificate: Standard, Normal - Last inspection: Annual, February 15, 2014, 150 hours before - Departed: FRG, Farmingdale, NY - Destination: FRG, Farmingdale, NY - Flight plan: IFR - Airport: FRG, Republic, runway 32, 6,833 × 150 ft, asphalt - Equipment: Unknown ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 55; injuries: none; private; airplane ratings: single-engine land; instrument ratings: airplane; medical: class 2, with waivers/limitations; last flight review March 20, 2014; seat: right; flight hours: 2,738 total, 2,295 in this make and model, 2,646 as pilot in command, 53 in the last 90 days, 28 in the last 30 days ## Weather - Conditions: Visual (VMC), Day - Wind: 300° at 8 knots - Visibility: 10 statute miles - Lowest ceiling: 7,000 ft broken - Temperature: 79 °F, dew point 61 °F - Altimeter: 29.81 inHg - Observed at: FRG ## 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 20140817014439A](https://openairdocs.org/incident/20140817014439A), Aug 17, 2014: Cessna R182, Farmingdale, NY, Substantial damage. Flight departed Republic Airport (frg) on 08/17/2014 at approximately 1415 EDT on an IFR flight plan to dutchess county airport (pou). During climb and close… ## Docket (4 files) The files NTSB released with the investigation on December 27, 2016, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=89898. 6.5 MB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 3.0 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40447863&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Master.PDF - FAA Inspector Safety Recommendation (item 2, .PDF, 43 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40447864&FileExtension=.PDF&FileName=FAA%20Inspector%20Safety%20Recommendation-Master.PDF - FAA Response to Inspector Safety Recommendation (item 3, .PDF, 269 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40447865&FileExtension=.PDF&FileName=FAA%20Response%20to%20Inspector%20Safety%20Recommendation-Master.PDF - Photo Array (Courtesy of FAA) (item 4, .PDF, 5 photos, 3.2 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40447866&FileExtension=.PDF&FileName=Photo%20Array%20(Courtesy%20of%20FAA)-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.