WPR17LA106

The pilot reported that before the flight, he added 10 gallons of fuel, for a total of 35 gallons of fuel. The flight to his destination was uneventful. While the pilot was descending to land, the airplane’s engine sputtered and then lost total power. The pilot checked that the fuel selector was positioned to both tanks and checked the magnetos before searching for a suitable place to land. The pilot made a forced landing adjacent to a road, and the airplane collided with a gully and came to rest inverted; the airplane sustained substantial damage to wings and tail. During the recovery of the airplane, the recovery crew reported removing about 10-13 gallons of fuel from the left-wing fuel tank and about 6-8 gallons from the right-wing fuel tank; the vented fuel caps remained in place at their respective wings. Examination of the cockpit revealed that the fuel selector was positioned to the right fuel tank. Examination of the engine revealed no preimpact mechanical malfunctions or failures that would have precluded normal operation. A twist was noted in the carburetor float bracket; however, it could not be determined if this twist would have caused an issue with the flow of fuel through the fuel system.

On May 19, 2017, about 1230 Pacific daylight time, a Cessna 182P airplane, N7352S, was substantially damaged when it was involved in an accident near Anderson, California. The pilot sustained minor injuries. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. The pilot reported that before departing from Stockton Metropolitan Airport (SCK), Stockton, California, he measured the fuel at 25 gallons and added another 10 gallons, for a total of 35 gallons. He departed SCK about 1130. About 20 miles from Redding Municipal Airport (RDD), Redding, California, he obtained weather information and started a slow descent just past Red Bluff, California. The pilot stated that when the airplane was about 2,000 ft mean sea level, the engine sputtered and then lost total power. He checked that the fuel selector was in the both position and checked the magnetos before looking for a suitable place to land. During the forced landing, the airplane touched down next to a road, collided with a gully, and nosed over before it came to rest inverted substantially damaging the wings and tail. The engine had been overhauled about 300 hours before the accident. Examination of the cockpit revealed that the fuel selector was positioned to the right fuel tank. During the recovery of the airplane, the recovery crew reported removing about 10-13 gallons of fuel from the left-wing fuel tank and about 6-8 gallons from the right-wing fuel tank; the vented fuel caps remained in place at their respective wings. An examination of the engine revealed no evidence of preimpact mechanical malfunctions or failures that would have precluded normal operation. All separations and breaks were attributed to impact forces. Mechanical and valve train continuity was established through manual rotation of the crankshaft. The magnetos were undamaged. Ignition system continuity was confirmed when the crankshaft was manually rotated, spark was produced at all leads from both magnetos, and a snap from the impulse coupling was heard. The spark plugs were removed and, when compared to the Champion Aviation Check-A-Plug Chart, exhibited a worn-out-to-worn-out normal appearance. The examination of the airframe fuel system revealed that the right-wing fuel pick-up finger screen had been repaired and improperly secured with a gray-colored adhesive material. The other finger screens were properly secured into their respective pick-up tubes. The firewall-mounted fuel strainer was drained, and a sample was collected in a new clean glass container. The fuel was blue in color and resembled 100 low-lead aviation fuel. The carburetor remained secure at its mounting pad with all control cables secured with continuity of cockpit control cables established. The throttle arm was articulated with no fuel expelled from the accelerator pump. The carburetor bowl contained no fuel and was free of contamination. The float assembly was intact and functioned properly when movedmanually. The bracket that holds the floats was twisted; it could not be determined if the twist allowed for float-to-bowl contact. Each cylinder was inspected with a lighted electronic borescope; all intake and exhaust valves were intact and exhibited normal coloration and combustion signatures.