# NTSB MIA01LA197: Cessna 182B, N7202E, Headland, AL, July 28, 2001 - Type: NTSB accident investigation - Classification: Accident · No injuries · Limited investigation · Final report - Date: July 28, 2001, 13:27 local (18:27 UTC) - Place: Headland, AL - Coordinates: 31.366666, -85.309997 - Nearby events: https://openairdocs.org/map.md?lat=31.3667&lon=-85.3100&mi=10 - Phase of flight: [Enroute](https://openairdocs.org/ntsb-phases/400) (OpenAirDocs' grouping) - Highest injury: No injuries - Injuries: 1 uninjured - Status: Completed, report December 6, 2002 - Report: Approved by Office Director - Parties: Cessna Aircraft Company, Teledyne Continental Motors, FAA FSDO - NTSB case key (mKey): 52859 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=MIA01LA197 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/52859/pdf - Page: https://openairdocs.org/ntsb/MIA01LA197 ## Probable cause The pilot's improper decision to perform a go-around while on short final to an available runway following loss of engine power for undetermined reasons when engine power was regained momentarily, which resulted in an impact with terrain while maneuvering at a low altitude to avoid obstacles when engine power was lost a second time. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Loss of engine power(total) - nonmechanical, descent - normal - reason for occurrence undetermined - airport facilities,runway/landing area condition - short runway/landing area - Forced landing, approach - vfr pattern - final approach - miscellaneous,engine - activated - in-flight planning/decision - improper, pilot in command (cause) - go-around - initiated, pilot in command - Loss of engine power(total) - nonmechanical, go-around (vfr) - altitude/clearance - low, pilot in command - maneuver to avoid obstructions - attempted, pilot in command - In flight collision with terrain/water, maneuvering - turn to landing area (emergency) - terrain condition - ground ## Analysis The pilot stated that as the aircraft descended, the engine was operating at 2000 rpm, and the selected manifold pressure was 15 in Hg, and at 8,000 feet he noticed that the engine had ceased operating. Prior to noticing that the engine had ceased operating he said everything had been normal, but as he maneuvered to land he felt he was too far down the runway to land safely, so he elected to perform a go-around. He said that shortly after he made a steep left turn away from the landing runway, the engine ceased operating again, and as he maneuvered to avoid obstacles, the airplane struck the ground in a nose low attitude. He said that he had full flaps applied during the approach to land, and go-around up through the point of impact with the ground. Postaccident examination of the airplane did not reveal any preaccident failures or malfunctions to the airplane's flight controls, airframe, or engine. ## Factual narrative On July 28, 2001, about 1327, central daylight time, a Cessna 182B, N7202E, registered to, and operated by a private individual, as a Title 14 CFR Part 91 parachute jumping flight, crashed while maneuvering following an aborted approach to land at Headland, Alabama. Visual meteorological conditions prevailed, and no flight plan was filed. The commercial-rated pilot was not injured, and the airplane incurred substantial damage. The flight originated the same day, about 1245. The pilot stated that the skydivers had departed from the airplane at 10,600 feet, and as the aircraft descended the engine was operating at 2,000 rpm, and the selected manifold pressure was 15 inHg. At 8,000 feet the pilot said he noticed that the engine had ceased operating, and that the manifold pressure changed with each manipulation of the throttle, but the engine rpm remained low, at about 1,500 or 1,600 rpm. He said that prior to noticing that the engine had ceased operating, everything had been normal, and further stated that as he continued to descend and to maneuver to land, he tried troubleshooting the problem, and also tried to restart the engine, but his attempts were unsuccessful. He said he was at an altitude of 300 to 400 feet above the intersection of runway 09 and 17 when the engine started operating again, so he applied full power, and removed carburetor heat. He said he felt he was too far down the runway to land safely, so he elected to perform a go-around, and shortly after, as he made a steep left turn away from the landing runway, the engine ceased operating again, and while maneuvering to avoid obstacles the airplane struck the ground in a nose low attitude. He said that he first applied full flaps during the approach to land and that the flap setting remained unchanged until impact with the ground. A postaccident examination of the airplane was conducted by an FAA inspector, as well as with representatives from Cessna Aircraft Company and Teledyne Continental Motors. The examination confirmed the presence of uncontaminated fuel, and did not reveal any preaccident failures or malfunctions to the airplane's flight controls, airframe, or engine. ## Aircraft - Registration: [N7202E](https://openairdocs.org/aircraft/N7202E), registered now, S/N 52202, built 1959 (OpenAirDocs) - Reported make and model: Cessna 182B - Registry model: [Cessna 182B](https://openairdocs.org/model/cessna-182b) (registry code 2072706) (OpenAirDocs) - Registry engine: [Continental O-470 series](https://openairdocs.org/engine/continental-o-470-series) (registry code 17026, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 182-52202 - Airframe hours: 6242 - Engines: Teledyne Continental O-470-L16F 235 horsepower reciprocating - Damage: Substantial damage - Flight: Skydiving, Part 91 - Operator: James M. Crawford - Registered owner: James M. Crawford - Airworthiness certificate: Standard, Normal - Last inspection: 100 hour, July 10, 2001, 10 hours before - Departed: 0J6, Headland, AL - Airport: 0J6, Headland Municipal Airport, runway 09, 4,200 × 80 ft, asphalt ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 32; injuries: none; commercial; airplane ratings: single-engine land, multi-engine land; instrument ratings: airplane, helicopter; medical: class 2, valid medical--no waivers/lim.; last flight review May 16, 2001; seat: left; flight hours: 2,325 total, 60 in this make and model ## Weather - Conditions: Visual (VMC), Day - Wind: 110° at 6 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 91 °F, dew point 75 °F - Altimeter: 30.18 inHg - Observed at: DHN, 10 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 20010728022669A](https://openairdocs.org/incident/20010728022669A), Jul 28, 2001: Cessna 182B, Headland, AL, No damage. (.19) On July 28, 2001, about 1327 central daylight time, a Cessna 182B, N7202E, registered to, and operated by a private individual, as a title 14 CFR part 91… ## Other investigations on N7202E (2) 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. - [NTSB ATL91LA086](https://openairdocs.org/ntsb/ATL91LA086), Apr 20, 1991: Cessna 182B (N7202E), Elberta, AL, substantial damage. Probable cause: THE PILOT'S FAILURE TO APPLY CARBURETOR HEAT. FACTORS WERE WEATHER CONDITIONS FOR THE FORMATION OF INDUCTION ICE, AND THE SOFT TERRAIN. - [NTSB FTW71DRG34](https://openairdocs.org/ntsb/FTW71DRG34), Oct 11, 1970: Cessna 182 (N7202E), Lampasas, TX, substantial damage 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.