IAD05LA115

The airplane took off with its third lift of skydivers for the day. The engine began to run roughly at rotation, and due to the speed of the airplane, and the lack of remaining runway, the pilot elected to continue the takeoff. The pilot initially turned toward a public roadway for a forced landing, but the airplane continued to climb under partial power, so he maneuvered back to the airport for a downwind landing on the runway. The airplane touched down between one-third and one-half of the way down the runway with an estimated 15-knot tailwind, and continued off of the departure end where it struck a fence and came to rest. The engine started and ran on the airframe, but further examination revealed that the number 2 cylinder produced no compression, and that filters, screens, and an oil sample contained high concentrations of ferrous and non-ferrous metal. Disassembly of the engine did not reveal the source of the metal. Disassembly of the left magneto and examination of the harness revealed that the top number 5 cylinder spark plug harness electrode was torn, melted, and bent 90 degrees. Examination of the magneto towers showed that the top number 5 cylinder tower and the bottom number 2 cylinder tower were burned through and displayed evidence of arcing. The distributor gear pointer was loose in its mount, and the distributor block contactors were excessively worn. The associated material from the pointer and the contactors coated the inside of the magneto. Examination of the engine log revealed that the engine had accumulated 369 total hours since major overhaul.

On August 6, 2005, about 1100 eastern daylight time, a Cessna 182B, N2422G, was substantially damaged during a forced landing at the Spadaro Airport (1N2), East Moriches, New York. The certificated commercial pilot and four skydivers were not injured. Visual meteorological conditions prevailed, and no flight plan was filed, for the flight that originated about 1055. The skydiving flight was conducted under 14 CFR Part 91.

The Spadaro Airport consisted of a 2,200-foot asphalt runway, oriented 180-360 degrees.

The pilot explained in a written statement that the flight was the third lift of skydivers that morning. During the two previous flights, the airplane performed "fine," and all engine parameters were "within limits." During the accident flight, the airplane performed as expected during the takeoff roll on runway 36, until it reached "takeoff speed," when the engine started "going rough."

Due to the speed of the airplane, and the lack of remaining runway, the pilot elected to continue the takeoff. The pilot initially turned the airplane toward a public roadway for a forced landing, but it continued to climb under partial power, so he maneuvered back to the airport for a downwind landing on runway 18.

Once the airplane was aligned for landing, the pilot deployed 10 degrees of flaps, then 40 degrees of flaps. The airplane touched down "about one-third" of the way down the runway, with what the pilot estimated was a 15-knot tailwind. When about one-third of the runway remained, brake application no longer slowed the airplane, and it continued off of the departure end.

The pilot maneuvered the airplane to avoid buildings beyond the end of the runway, but it struck a fence, and stopped.

A skydiver aboard the airplane provided a written statement, and said he was on the first lift of the day, and then boarded the airplane for the third lift. His version of events was similar to the pilot's.

At takeoff, the skydiver noticed a "slight vibration," and a drop in engine power of about 50 rpm. The engine then surged plus or minus 50 rpm until the airplane reached about 300 feet of altitude. At that time, the surges increased in amplitude to "between no power and full power."

The skydiver estimated that touchdown was at midfield, and thought the tires squealed when the pilot applied the brakes. He further estimated that the airplane departed the end of the runway at 30 to 50 miles per hour.

The pilot held a commercial pilot certificate with ratings for airplane single engine land, multi-engine land, and instrument airplane. He was issued a Federal Aviation Administration (FAA) first class medical certificate in May 2005. The pilot reported 1,038 hours of total flight experience, 568 hours of which were in make and model. He reported 68 total hours of flight experience in the 30 days prior to the accident.

The airplane was a 1958 Cessna 182B, with 5,925 total airframe hours. The engine was overhauled in May 2004, and had accrued about 369 total hours since that date. The most recent annual inspection was completed on July 4, 2005, at 5854.9 aircraft hours. On July 31, 2005, a company mechanic detected metal particles in an engine oil screen, took an oil sample, and sent it for analysis.

Oil analysis testing conducted on August 4, 2005, revealed high concentrations of aluminum, nickel, and copper. The results were forwarded to the operator after the accident.

The airplane was examined at the scene by an FAA aviation safety inspector. He started the engine on the airframe, utilizing the airplane's fuel system. The engine started immediately, accelerated smoothly, and ran without interruption at 2,000 rpm. The propeller was bent, so the engine was not accelerated beyond that power setting. After shutdown, a compression test revealed no compression on the number 2 cylinder.

The engine was removed from the airplane for examination at a later date.

On September 29, 2005, the engine was examined at an engine overhaul facility in Mattituck, New York.

The engine was placed on an examination stand and the number 2 cylinder was removed. Examination of the cylinder revealed that the exhaust valve leaked in the seated position, but there was no abnormal wear on the valve stem or the valve guides.

Both magnetos were removed, and the right magneto harness was removed. Examination of the right magneto harness revealed that the top number 5 cylinder spark plug harness electrode was torn, melted, and bent 90 degrees. The harness cap was corroded.

Examination of the right magneto towers showed that the top number 5 cylinder tower and the bottom number 2 cylinder tower were burned through and displayed evidence of arcing.

Disassembly of the magneto revealed that the distributor gear pointer was loose in its mount, and the distributor block contactors were significantly worn. The associated material from the pointer and the contactors coated the inside of the magneto.

The left magneto was disassembled and examined, with no anomalies noted.

Ferrous and non-ferrous metal particles were found throughout the engine, and it's various filter screens, but complete disassembly of the engine did not reveal the source of the metal.

At 1056, the weather reported at the Brookhaven Airport, Shirley, New York, located 5 miles west, included clear skies with winds from 070 degrees at 7 knots.