Event DEN01LA138

Factual narrative

On August 4, 2001, at approximately 1250 mountain daylight time, a Cessna 182H, N8549S, registered to 150 Flying Club Inc., of Pueblo, Colorado, was substantially damaged when it collided with terrain during an emergency landing after take off. The private pilot received minor injuries and his passenger received serious injuries. Visual meteorological conditions prevailed and VFR flight following was requested for this personal flight being conducted under Title 14 CFR Part 91. The airplane departed Pueblo at approximately 1248. According to the pilot, all gauges were "in the green and airspeed was increasing." During initial climb, the engine "backfired" and he noticed that the engine RPM dropped below 2200. The engine began to run rough and "backfired" a few more times. The pilot radioed the tower and explained that he was experiencing engine trouble and requested clearance to return to the airport. He noticed that he did not have enough altitude to make the runway and identified an abandoned softball field to use for an emergency landing. The airplane struck a berm and a fence just short of the field and nosed over. The airplane sustained substantial damage to the forward fuselage, both wings and the vertical stabilizer. An airport security representative stated that he inspected the airplane and identified that all circuit breakers were closed, and the ignition switch, master switch and the fuel selector valve were in the off positions. During an examination of the airplane, all airframe and flight control systems were functional. The engine and associated engine components and systems did not exhibit any mechanical malfunction or failure other than the damage sustained during impact with the ground. There was fuel in both the left and right wing fuel tanks prior to recovery of the airplane. During the recovery and removal of the airplane from the accident site, both wing fuel tanks were drained. This airplane was equipped with an IO-520D fuel injected engine, which is an engine other then its original equipment. The Supplemental Type Certificate, STC00152WI, required the installation of a supplemental header fuel tank behind the center console in the cockpit. This header fuel tank, installed in the fuel system between the fuel selector valve and the fuel strainer, provides a constant supply of fuel to the fuel injection system. There were no obstructions found within the fuel system. The fuel selector valve was functional in the left, right and off positions. All fuel strainers and screens were clean and free of foreign objects. No fuel was present in the supplemental header fuel tank, fuel lines leading from the tank to the fuel pump, fuel strainers, fuel pump, or gascolator. The only fuel identified was in the fuel return line at the firewall. An engine representative from Teledyne Continental Motors stated that the amount of fuel contained within the fuel system from and including the supplemental fuel tank to the injection system, could sustain operation of the engine for a time period of between two to four minutes depending on the power setting. During initial climb after takeoff, the engine lost power. The pilot radioed the tower and explained that he was experiencing engine trouble and requested clearance to return to the airport. He realized that he did not have enough altitude to make the runway and identified an abandoned softball field to use for an emergency landing. The airplane struck a berm and a fence just short of the field and nosed over. Although fuel was found in both the left and right wing fuel tanks, the header fuel tank, installed in the fuel system between the fuel selector valve and the fuel strainer, was empty. No fuel was present in the fuel lines leading from the header tank to the fuel pump, fuel strainers, fuel pump, or gascolator. The only fuel found was in the fuel return line at the firewall. An engine manufacturer representative stated that the amount of fuel contained within the fuel system from and including the supplemental fuel tank to the injection system, could sustain operation of the engine for a time period of between two to four minutes depending on the power setting. Source: NTSB Aviation Accident Database (Pre-2008 Archive) Retrieved: 2026-02-12