ERA18FA231

After completing several skydiving flights without incident, the airplane was refueled. The pilot completed the next flight uneventfully; however, during takeoff on the subsequent flight, the airplane reached an altitude about 150 ft above ground level when it lost total engine power. A witness reported that the wings "rocked" left and right before the airplane pitched down and impacted the ground. Examination of the airplane revealed that the right fuel tank cap was missing and tape was covering the fuel filler port on the right wing. The tape was installed during the most recent refueling. The fuel selector valve sustained significant thermal damage and was observed in the "both" position when disassembled. Examination of the fuel tank vent line did not reveal any obstructions; however, the line was impact damaged. Examination of the engine and its components revealed no anomalies that would have precluded normal operation. While the installation of tape over the right wing fuel filler port likely resulted in a non-venting seal, it could not be determined if it resulted in the loss of engine power, as other means of fuel system venting likely remained. After the total loss of engine power, the airplane exceeded its critical angle of attack and experienced an aerodynamic stall at too low of an altitude for the pilot to recover.

On August 25, 2018, about 1400 eastern daylight time, a Cessna 182A, N4785D, was destroyed when it was involved in an accident at East Georgia Regional Airport (SBO), Swainsboro, Georgia. The commercial pilot and three passengers were fatally injured and one passenger sustained serious injuries. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 skydiving flight. The parachute rigger reported that he flew on the first and second flights of the day and stated that they were "coaching flights" by the company owner with the new pilot. The rigger stated that the owner was pleased with the pilot's flying skills and decided to let him continue flying the rest of the day's flights. During the next three flights, the rigger stayed on the ground packing parachutes and attending to the jumpers. He recalled that, after the fourth flight, the pilot was refueling the airplane and realized that the right wing fuel cap was missing. The pilot asked the rigger to contact the maintenance facility on the airport to see if they had an extra fuel cap; the maintenance facility sent a mechanic to look at the airplane. The rigger observed the mechanic and the pilot working on the airplane, and the pilot later told the rigger that they decided to use "fuel cell tape" over the fuel filler port. The flight then departed with a group of skydivers, and the rigger returned to the hangar to repack parachutes. When the jump airplane returned, the final group of skydivers boarded the airplane for departure. While in the hangar, the rigger observed the airplane taxi for takeoff but did not see it depart. Shortly thereafter, he saw a police car driving toward the end of the runway. The rigger exited the hangar and saw a "huge" fire at the end of the runway. A witness near the airport watched as the airplane climbed after takeoff and stated that the airplane was about 150 ft over the runway when the engine stopped. The witness watched as the wings of the airplane "rocked" left and right before the airplane pitched down, collided with the ground, and subsequently burst into flames and was consumed by fire. The Division of Forensic Sciences, Georgia Bureau of Investigation, State of Georgia, performed an autopsy on the pilot. His cause of death was multiple blunt force injuries. Toxicology testing performed at the FAA Forensic Sciences Laboratory was negative for carbon monoxide, ethanol, and drugs. The airplane came to rest 2,000 ft past the departure end of runway 14. The 35-ft-long wreckage path extended from the first ground scar on a magnetic heading 014° and ended at the main wreckage. The left wing was partially separated and came to rest forward of the fuselage. The left fuel tank and left flap were consumed by the postimpact fire. The left fuel tank cap was thermally damaged. The right wing came to rest upright on the right side of the fuselage. The right wing remained loosely attached by the right lift strut. Further examination of the right wingrevealed that the fuel cap was missing and tape was covering the fuel filler port. The tape had been exposed to heat and was peeling. The cabin and the instrument panel were consumed by the postimpact fire. The fuel selector valve sustained significant thermal damage and was observed in the "both" position when disassembled. Examination of the fuel tank vent line, which was installed on the left wing did not reveal any obstructions; however, the line was impact damaged. All flight control surfaces were accounted for at the accident site, and flight control continuity was established from the cockpit to each control surface. Examination of the engine and its components revealed no anomalies that would have precluded normal operation.