Event ERA21LA190

Factual narrative

On April 20, 2021, about 1513 central daylight time, a Cessna 182M, N91606, was substantially damaged when it was involved in an accident near Eufaula, Alabama. The commercial pilot was not injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 positioning flight.    According to the pilot, he departed with the fuel selector positioned to BOTH, climbed the airplane to cruise altitude, and proceeded on course to the destination, Perry-Houston County Airport (PXE), Perry, Georgia. About 1 hour into the planned 2-hour flight, the pilot amended his destination to Weedon Field (EUF), Eufaula, Alabama, for a restroom break. Shortly after he turned the airplane toward EUF, the engine lost total power. Realizing that he lacked the glide range to reach any of the nearest airports, the pilot selected a field for landing, during which the airplane impacted a barbed wire fence, nosed over, and came to rest inverted. The pilot reported that, other than the loss of engine power, there was nothing wrong with the performance or handling of the airplane.   A Federal Aviation Administration (FAA) aviation safety inspector stated that there was no evidence of fuel, no evidence of fuel spillage, and no odor of fuel at the scene. The propeller was bent, and the vertical stabilizer and rudder were substantially damaged. When recovered from the site, the airplane’s wings were removed. The recovery supervisor found that the airplane contained no fuel and stated that there was no odor nor evidence of fuel spillage at the scene.   A review of automatic dependent surveillance-broadcast (ADS-B) data and fueling records revealed that the airplane had flown about 4 hours since the two 40-gallon fuel tanks (80 gallons total) were fully serviced with fuel. Those 4 hours did not include engine start, taxi, run-up, takeoff, and climb. Interpolation of performance charts revealed that, for flight planning purposes, the airplane’s fuel consumption rate was 14 gallons per hour.   Several days later, the EUF airport manager was escorted to the accident site by a local police lieutenant. Once there, she found and photographed blighted vegetation in the area that was beneath the right fuel tank cap where the airplane had come to rest inverted. The earth beneath the blighted vegetation was turned with a shovel, and a strong odor of aviation fuel was detected. The area beneath the left fuel cap revealed no evidence of fuel spillage, fuel blighting, nor odor of fuel.   Following recovery of the airplane, the damaged propeller was removed and replaced with a “club” propeller, the ejected airplane battery was reinstalled, and fuel was plumbed into the airplane’s fuel system. An engine start was attempted, and the engine started immediately, accelerated smoothly, and ran continuously until the engine was stopped utilizing the cockpit controls. A magneto check was performed, and the noted rpm loss was within the manufacturer’s suggested range. Before further examinations could be performed, the accident airplane was sold by the owner’s insurance company on or about August 20, 2021, without obtaining an NTSB Form 6120.15 Release of Aircraft Wreckage. The new owner of the airplane reported that he harvested the engine and components of the fuel system and installed them in his other airplane, which he was flying on a regular basis. The pilot reported that the airplane was in cruise flight when the engine lost total power. The pilot selected a field for landing, during which the airplane impacted a barbed wire fence, nosed over, and came to rest inverted, resulting in substantial damage. Fueling records and flight track information indicated that the airplane was most recently serviced about 4 flight hours before the accident, at which time both 40-gallon fuel tanks were filled to capacity. The airplane’s average fuel consumption rate was about 14 gallons per hour. Examination of the airplane found no fuel in either tank; examination of the accident site revealed fuel blighting of the vegetation and a strong odor of fuel in the soil beneath where the right fuel cap was located. There was no such evidence in the area beneath where the left fuel cap was located. The pilot reported that he departed with the fuel selector positioned to BOTH. Based on estimated fuel consumption calculations and the subsequent discovery of an undetermined amount of fuel spillage, it was likely that sufficient fuel was available for the flight. After recovery of the airplane, an engine start was attempted. The engine started immediately, accelerated smoothly, and ran continuously until the engine was stopped using the cockpit controls. The airplane was sold before the airframe and fuel system examination could be scheduled and before the wreckage was released from the investigation, and it was disassembled by its new owner. Therefore, the reason for the loss of engine power was not determined based on the available information. Source: NTSB Aviation Accident Database Retrieved: 2026-02-12

NTSB Findings

Hierarchical cause / factor breakdown from the FAA bulk avdata database. Each finding tagged C (Cause) or F (Factor).

• — Aircraft-Aircraft systems-Fuel system-(general)-Unknown/Not determined
• — Personnel issues-Action/decision-(general)-(general)-Unknown/Not determined