# NTSB NYC05LA022: Cessna 182E, N1DZ, Duanesburg, NY, November 27, 2004 - Type: NTSB accident investigation - Classification: Accident · Minor injuries · Limited investigation · Final report - Date: November 27, 2004, 11:30 local (16:30 UTC) - Place: Duanesburg, NY - Coordinates: 42.758335, -74.132774 - Nearby events: https://openairdocs.org/map.md?lat=42.7583&lon=-74.1328&mi=10 - Phase of flight: [Initial climb](https://openairdocs.org/ntsb-phases/350) (OpenAirDocs' grouping) - Highest injury: Minor injuries - Injuries: 5 minor - Status: Completed, report September 13, 2005 - Report: Approved by Office Director - Parties: FAA FSDO-01 - NTSB case key (mKey): 60622 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=NYC05LA022 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/60622/pdf - Page: https://openairdocs.org/ntsb/NYC05LA022 ## Probable cause The pilot's improper decision to attempt a takeoff without allowing the engine to adequately warm-up; which resulted in a partial loss of power during takeoff and subsequent forced landing. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Loss of engine power(partial) - nonmechanical, takeoff - initial climb - planning/decision - improper, pilot in command (cause) - Forced landing, descent - emergency - On ground/water collision with object, emergency landing after takeoff - object - vehicle ## Analysis The airplane departed about 1130, and the outside air temperature at 1145 was 39 degrees F. The outside air temperature at 0747 was 28 degrees F. The pilot did not preheat the engine, and had difficulty starting it. On the third attempt, the engine started. The pilot then taxied to the runway, performed a rolling run-up, and departed. About 300 feet agl, the engine lost partial power. With partial power remaining, the pilot attempted a left turn back toward the airport; however, the engine continued to lose power. The pilot subsequently performed a forced landing to a road. During the landing, the airplane struck a vehicle and a berm, before coming to rest. Witnesses reported that five or less minutes elapsed from the time of engine start-up to takeoff. Review of the airplane owner's manual revealed information about the possibility of a rough engine in cold weather, and the recommendation to lengthen the warm-up and run-up times. Examination and a successful test run of the engine did not reveal any pre-impact mechanical malfunctions. ## Factual narrative On November 27, 2004, about 1130 eastern standard time, a Cessna 182E, N1DZ, was substantially damaged during a forced landing, following a partial loss of engine power during the initial climb from Duanesburg Airport (4B1), Duanesburg, New York. The certificated commercial pilot and four passengers sustained minor injuries. Visual meteorological conditions prevailed, and no flight plan was filed for the local skydive flight conducted under 14 CFR Part 91. The pilot stated that he completed a preflight inspection of the airplane, and boarded four skydivers. After two or three attempts, the engine started and the pilot conversed with the skydivers while the engine warmed up. About 5 minutes after start-up, the engine was running smoothly and the engine gauges were "in the green." The pilot then taxied to runway 10, a 2,600-foot-long, 45-foot-wide, asphalt runway. The pilot performed a successful run-up, and once in position on the runway, performed another magneto check. The takeoff was normal until approximately 500 feet agl, when the engine began to lose partial power. With the remaining engine power, the pilot attempted to return to the airport. During a left turn, the power continued to decrease, and the pilot decided to perform a forced landing on "Route 7." The airplane then landed on the road, struck a car, and came to rest against a berm. The owner of the airplane stated that he telephoned the jump instructor during the evening prior to the accident, and told him to have the pilot preheat the engine. The owner further stated that the pilot did not preheat the engine, and the elapsed time between engine start and takeoff was less than 5 minutes. The owner further stated that the pilot made an error in judgment to turn back toward the airport when several fields were in front of the airplane. The pilot-rated jump instructor stated that the temperature was 40 degrees F., and the pilot did not preheat the engine. The pilot had difficulty starting the engine and performed the run-up during the taxi to the runway, with no additional engine warm-up before the takeoff. The jump instructor further stated that the pilot could have landed safely on "Route 88," and that he told the pilot not to turn back toward the airport. Additionally, the pilot-rated jump instructor had flown his "Cherokee" earlier that morning, and it did not require a preheat. However, the jump instructor had to allow his engine to warm up for 10 minutes before he saw any indication of oil temperature. A second skydiver stated that she asked the jump instructor about preheating the accident airplane's engine, and he replied that the airplane did not need it. The engine started after two or three attempts, but she couldn't remember how long the engine ran before taxi. The ground was soggy, and the pilot taxied out to the runway "fairly quickly," so that the airplane would not get stuck. Upon reaching the west end of the runway, the airplane continued onto the runway and tookoff. The skydiver noticed an engine problem about 300 feet agl. A third skydiver stated that the engine started after three attempts, and ran for about 3-5 minutes before the taxi and takeoff. According to a Federal Aviation Administration (FAA) inspector, the pilot did not preheat the engine, and performed a "rolling" run-up. Examination of the wreckage revealed that the fuel tanks remained intact, and appeared to be half-full. Fuel was drained from each fuel tank, and no contamination was observed. When the crankshaft was rotated by hand, crankshaft and camshaft continuity was confirmed. Thumb compression was attained on all cylinders, and the magnetos produced spark at all top spark plugs. In addition, fuel was observed in the fuel lines from the tanks to the gascolator, and the gascolator was absent of contamination. Both propeller blades were curled at the tip. The throttle was found in the idle position, the carburetor heat was off, and the propeller control was near the low pitch position. The flaps and flap control were found in the retracted position. On March 3, 2005, the engine was test run at the manufacturer's facility under the supervision of an FAA inspector. The engine started on the first attempt, without hesitation. The engine ran continuously for 20 minutes at different power settings. Review of a Cessna 182 Owner's Manual revealed: "...Under cold conditions, the warm-up and pre-take-off checks should be lengthened to provide more time to bring the engine up to temperature. This will usually require approximately three minutes warm-up at 800 RPM and an equal amount of time for pre-take-off checks...Rough engine operation in cold weather can be caused by a combination of an inherently leaner mixture due to the dense air and poor vaporization and distribution of the fuel-air mixture to the cylinders..." The reported temperature at an airport approximately 10 miles northeast of the accident site, at 1145, was 39 degrees F. The reported temperature at 0747 was 28 degrees F. ## Aircraft - Registration: [N1DZ](https://openairdocs.org/deregistered/N1DZ-2014-11-04), registration cancelled 2014-11-04, S/N 18255057, built 1963 (OpenAirDocs) - Reported make and model: Cessna 182E - Registry model: [Cessna 182F](https://openairdocs.org/model/cessna-182f) (registry code 2072714) (OpenAirDocs) - Registry engine: [Continental O-470 series](https://openairdocs.org/engine/continental-o-470-series) (registry code 17026, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 18253609 - Airframe hours: 8249 - Engines: Continental O-470 230 horsepower reciprocating - Damage: Substantial damage - Flight: Other work use, Part 91 - Operator: Duanesburg Skydiving Club - Registered owner: Duanesburg Aircraft Leasing Svc. - Airworthiness certificate: Standard, Normal - Last inspection: Annual, November 1, 2004, 3 hours before - Departed: 4B1, Duanesburg, NY - Airport: 4B1, Duanesburg Airport, runway 10, 2,600 × 45 ft, asphalt ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 37; injuries: minor; flight instructor, commercial; airplane ratings: single-engine land, multi-engine land; instrument ratings: airplane; medical: class 1, with waivers/limitations; last flight review May 1, 2003; seat: left; flight hours: 3,690 total, 136 in this make and model, 3,614 as pilot in command, 97 in the last 90 days, 35 in the last 30 days, 0 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: 180° at 6 knots - Visibility: 10 statute miles - Lowest ceiling: 8,000 ft broken - Temperature: 39 °F, dew point 30 °F - Altimeter: 30.29 inHg - Observed at: SCH, 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 20041127035039A](https://openairdocs.org/incident/20041127035039A), Nov 27, 2004: Cessna 182E, Duanesburg, NY, Substantial damage. (-23) At approximately 1130 on November 27, 2004, N1DZ, a CE-182-E aircraft departed runway 11 with the pilot and four passengers from the Duanesburg, NY… ## Other investigations on N1DZ (1) 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 ERA14FA372](https://openairdocs.org/ntsb/ERA14FA372), Aug 2, 2014: Cessna 182F (N1DZ), Gansevoort, NY, destroyed, 2 fatal. Probable cause: The pilot’s failure to maintain directional control during initial climb following a banner pick-up, resulting in collision with a tree. 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.