# NTSB SEA04LA016: Cessna 182A, N2106G, Kapowsin, WA, November 8, 2003 - Type: NTSB accident investigation - Classification: Accident · No injuries · Limited investigation · Final report - Date: November 8, 2003, 15:00 local (23:00 UTC) - Place: Kapowsin, WA - Coordinates: 47.003887, -122.148887 - Nearby events: https://openairdocs.org/map.md?lat=47.0039&lon=-122.1489&mi=10 - Phase of flight: [Approach](https://openairdocs.org/ntsb-phases/500) (OpenAirDocs' grouping) - Highest injury: No injuries - Injuries: 1 uninjured - Status: Completed, report April 28, 2004 - Report: Approved by Office Director - Parties: Federal Aviation Administration - NTSB case key (mKey): 58314 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=SEA04LA016 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/58314/pdf - Page: https://openairdocs.org/ntsb/SEA04LA016 ## Probable cause The loss of engine power for undetermined reasons. A contributing factor to the accident was the trees. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Loss of engine power(total) - nonmechanical, approach - reason for occurrence undetermined (cause) - Forced landing, emergency descent/landing - In flight collision with object, descent - emergency - object - tree(s) (contributing factor) ## Analysis After completing a flight with a load of skydivers, the pilot "dipped" the left tank and it indicated 15 gallons of fuel. He then flew another flight to 3,500 feet MSL and started his descent. The pilot reduced power to 1,600 rpm and 16 inches of manifold pressure, and applied full carburetor heat. As the aircraft was approaching pattern altitude, approximately 1,000 AGL, the engine quit without warning. The pilot successfully restarted the engine but it quit a second time, necessitating an off-airport forced landing. The aircraft impacted trees and came to rest in treetops approximately 2 miles east of the destination airport. Post accident examination of the airframe, engine, and carburetor revealed no anomalies which would have prevented normal operations. ## Factual narrative On November 8, 2003, approximately 1500 Pacific standard time, a Cessna 182A, N2106G, was substantially damaged after impacting trees following a forced landing near Kapowsin, Washington. The commercial pilot, sole occupant of the aircraft, was not injured. The aircraft was owned and operated by Kapowsin Air Supports LTD, of Kapowsin, Washington. Visual meteorological conditions prevailed for the 14 CFR Part 91 skydiving flight, and a flight plan was not filed. The aircraft had departed the Kapowsin Field Airport approximately 1445. In a telephone interview and in a written statement provided to the NTSB investigator-in-charge (IIC), the pilot reported that on the day of the accident four flights were made totaling 1.2 hours, and that there was more than 32 gallons of fuel on board the aircraft. The pilot stated that after completing his second flight he "dipped" his tanks and had 15 gallons remaining. After releasing 4 jumpers on his fourth load at approximately 3,500 feet MSL, the pilot began his descent with the power set at 1,600 propeller rpm, 16 inches of manifold pressure, and carburetor heat fully applied. The pilot reported that during his descent, and just as he was approaching pattern altitude at approximately 1,000 feet AGL, the engine lost power without warning and quit. The pilot stated that he restarted the engine but it quit a second time, necessitating a forced landing approximately 2 miles east of the destination airstrip. During the forced landing the airplane impacted trees and came to rest in a nose down attitude in the treetops. The pilot exited the aircraft without injuries, and there was no post crash fire. An FAA inspector, who traveled to the accident site, reported both wings, the rudder, horizontal stabilizer and left elevator sustained substantial damage. The inspector also reported that the top of the cabin back to the main spar was wrinkled and the tail cone was crushed. The inspector reported that fuel was present in the right wing and that the fuel selector was on the right tank. Approximately two weeks after the accident, a second FAA inspector examined the airplane after its recovery. The inspector reported that the wings had been removed and that the operator told him he had drained 15 gallons of fuel from the airplane. The inspector stated that after removing the engine cowling he observed fuel visible in the fuel strainer/gascolator, and that the air filter assembly, carburetor, venturi, and engine controls were inspected and no defects noted. The inspector reported that he examined the engine for compression and spark plugs for condition, both of which indicated normal. The inspector also checked the engine and verified ignition/spark, which indicated normal. The inspector also reported that after removing the plug from the back of the carburetor bowl, no fuel came out. The inspector stated that after removing the carburetor and exercising the throttle arm several times, fuel was observed squirting out of the accelerator discharge pump. The inspector then took possession of the carburetor and delivered it to the IIC for a future examination. A subsequent examination of the carburetor under the supervision of the IIC revealed no anomalies with the component. At 1455, the weather observation system located at McChord Air Force Base (TCM), Tacoma, Washington (12 nautical miles northwest of the accident site), reported wind 306 degrees at 4 knots, visibility 7 statute miles, scattered clouds at 7,000 feet, broken clouds at 20,000 feet, temperature 53 degrees F, dew point 4 degrees F, and an altimeters setting of 29.91 inches of Mercury. ## Aircraft - Registration: [N2106G](https://openairdocs.org/deregistered/N2106G-2013-07-30), registration cancelled 2013-07-30, S/N 51406, built 1958 (OpenAirDocs) - Reported make and model: Cessna 182A - Registry model: [Cessna 182A](https://openairdocs.org/model/cessna-182a) (registry code 2072704) (OpenAirDocs) - Registry engine: [Continental O-470 series](https://openairdocs.org/engine/continental-o-470-series) (registry code 17026, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 51406 - Airframe hours: 10825 - Engines: Continental O-470 230 horsepower reciprocating - Damage: Substantial damage - Flight: Skydiving, Part 91 - Operator: Kapowin Air Supports Ltd. - Registered owner: Kapowin Air Supports Ltd. - Airworthiness certificate: Standard, Normal - Last inspection: Annual, October 23, 2003, 8 hours before - Departed: 86WA, Kapowsin, WA ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 50; injuries: none; commercial; airplane ratings: single-engine land; instrument ratings: airplane; medical: class 2, valid medical--w/ waivers/lim; last flight review June 6, 2002; seat: front; flight hours: 1,360 total, 650 in this make and model, 1,280 as pilot in command, 17 in the last 90 days, 6 in the last 30 days, 1 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: 360° at 4 knots - Visibility: 7 statute miles - Lowest ceiling: 19,300 ft broken - Temperature: 54 °F, dew point 39 °F - Altimeter: 29.90 inHg - Observed at: TCM, 12 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 20031108027489A](https://openairdocs.org/incident/20031108027489A), Nov 8, 2003: Cessna 182A, Kapowsin, WA, Substantial damage. (-23) Pilot was descending the aircraft from 3,500 feet AGL to enter the 45 for the downwind at Kapowsin airport, Kapowsin, Washington. At about 2,000 feet AGL… 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.