CEN23LA168

Factual narrative

On May 1, 2023, at about 1345 central daylight time, a Cessna 182D, N8713X, was substantially damaged when it was involved in an accident near Batesville, Mississippi. The pilot and passenger were not injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. The pilot reported that he was making a planned fuel stop at Panola County Airport, Batesville, Mississippi (PMU), when he experienced moderate to heavy “wind chop” as he approached the airport. The pilot’s first approach was too high, so he conducted a normal go-around and re-entered the traffic pattern. During the second approach, he used no flaps; the airplane bounced and was pushed to the right by a “significant” wind gust. The pilot attempted a go-around by adding full power; the engine rpm increased, but then he heard a “pop” and the engine lost power. The airplane landed in the grass next to the runway; however, after touchdown, the pilot was unable to stop the airplane before it hit a drainage ditch with the left main wheel, which resulted in the left wheel separating from the strut and substantial damage to the lower fuselage. The airplane’s right wing subsequently impacted the ground, resulting in substantial damage to the wing. A review of video taken of the approach and attempted go-around revealed that the airplane bounced on the runway and settled back down to the right. As it exited the paved surface, the engine rpm increased, and the airplane became airborne again. Then the engine sputtered and lost power and the airplane touched down in the grass, bounced, and touched down again on the taxiway. The airplane bounced once more before impacting the drainage ditch. A postaccident examination did not reveal any preimpact mechanical malfunctions or failures that would have precluded normal operation. The wings and empennage had been removed for transport. The right fuel tank finger screen was examined and was not obstructed. The left-wing fuel pickup screen was damaged during the recovery; however, it was not obstructed. The engine remained attached to the fuselage. The propeller remained attached to the hub. Both propeller blades were bent aft about 45° and exhibited chordwise scratching. A postaccident engine run took place on June 7, 2023. Fuel was supplied from an external fuel tank and plumbed into the engine from the right-wing-root fuel pickup. The engine started, idled, and accelerated without hesitation. The engine was shut down and no anomalies were noted during the engine run. Fuel was then supplied from an external fuel tank and plumbed into the left-wing-root fuel pickup and performed similarly to the previous engine run: started, idled, and accelerated without hesitation. Although the weather conditions at the time of the accident were conducive to the accumulation of carburetor icing at glide power, the pilot reported that he used carburetor heat during the two landing approaches. Wind at the time of the accident was from 290° at 10 knots gusting to 21 knots; the calculated crosswind was about 20 knots. The pilot was landing on runway 01. While the pilot operating handbook for the 182D did not list a maximum demonstrated crosswind component, later models listed a 15 knot crosswind for landing and a 20 knot crosswind for takeoff. During a planned fuel stop the first approach was too high, so the pilot conducted a go-around and re-entered the traffic pattern. During the no-flap second approach and touch down the airplane bounced and a “significant wind gust” pushed the airplane to the right. As the airplane veered off the runway, the pilot attempted to go-around and added full power. The engine rpm increased momentarily, the pilot heard a loud “pop,” the engine sputtered, and then lost power. The pilot made a forced landing in the grass next to the runway during which the airplane impacted a drainage ditch and the left main landing gear tire separated. The right wing and lower fuselage sustained substantial damage. During a postaccident engine run, the engine started, idled, and accelerated without hesitation. Examination of the engine and related systems revealed no evidence of mechanical malfunction or failure that would have precluded normal operation. Although the weather conditions at the time of the accident were conducive to the accumulation of carburetor icing at glide power, the pilot reported that he used carburetor heat, which would have prevented the accumulation of ice. It is likely that during the attempted go around the pilot increased engine rpm too quickly which resulted in a backfire and subsequent loss of power. Wind at the time of the accident was from 290° at 10 knots gusting to 21 knots. The pilot was landing on runway 01 with a 20-knot crosswind. Source: NTSB Aviation Accident Database Retrieved: 2026-02-12

NTSB Findings

FAA avdata. C = Cause, F = Factor.

• — Aircraft-Aircraft power plant-Engine (reciprocating)-(general)-Unknown/Not determined
• — Personnel issues-Task performance-Use of equip/info-Aircraft control-Pilot
• — Aircraft-Aircraft oper/perf/capability-Performance/control parameters-Directional control-Not attained/maintained
• — Aircraft-Aircraft oper/perf/capability-Performance/control parameters-Crosswind correction-Capability exceeded