Event FTW04TA219

Factual narrative

On August 22, 2004, at 1430 central daylight time, a Cessna 182Q single-engine airplane, N10HP, was substantially damaged following a loss of control while maneuvering near Lamar, Oklahoma. The airplane was owned by the Oklahoma Department of Public Safety, and operated by the Oklahoma Highway Patrol, Oklahoma City, Oklahoma. The instrument rated private pilot and the observer were seriously injured. Visual meteorological conditions prevailed throughout the area for the 14 Code of Federal Regulations (CFR) Part 91 observation flight. A company flight plan was filed for the local flight that departed the Holdenville Municipal Airport (F99) near Holdenville, Oklahoma, about 1400. According to the 2,500-hour pilot, he was performing low-level surveillance operations, and had extended the flaps to 10 degrees, descended to about 1,400 feet mean sea level, set the engine power at about 18 inches of manifold pressure, trimmed the aircraft, and began to grid search the area. Coming to the end of his search area he banked the aircraft 180 degrees to a northerly, downwind direction, added power, and began another pass. The pilot reported that while making the pass, he felt the controls become "mushy" and the airplane began to settle. He added a little power, but noticed "no response" to the aircraft controls. He then added full power and attempted to turn the airplane into the wind; however, the directional control continued to deteriorate, and it became evident that he was in a "stall situation." Subsequently, the airplane impacted trees and came to rest inverted on the ground. The pilot further reported that there did not appear to be any mechanical problems with the airplane. An inspector from the Federal Aviation Administration (FAA) and a representative from Cessna Aircraft evaluated the damage to the airplane. They reported that control continuity was established to all controls. The flaps and flap selector were found in the "up" position and that the elevator trim tab was nearly faired with the elevator. The left wing had a 12-inch diameter semi-circular dent near its tip that crushed the leading edge to within about 8 inches of the trailing edge. The impact also tore-off a 42-inch section of the left wing and a 50-inch section of the left aileron. They further reported that the engine separated from the airframe during the mishap. There were no apparent pre-impact anomalies with the engine and the spinner exhibited rotational crushing and scoring. They also reported that the 1980-model airplane had been modified with leading edge cuffs, stall fences, and flap gap seals. At 1444 central daylight time, the weather observation facility at McAlester Regional Airport (MLC) near McAlester, Oklahoma, which is located approximately 20 miles southeast of the accident site, reported the wind from 210 at 14 knots, visibility 10 statute miles, scattered clouds at 2,700 feet, temperature 84 degrees Fahrenheit, dew point 72 degrees Fahrenheit, and a barometric pressure setting of 29.93 inches of Mercury. The pilot was performing low-level surveillance operations, and had extended the flaps to 10 degrees, descended to about 1,400 feet mean sea level, set the engine power at about 18 inches of manifold pressure, trimmed the aircraft, and began to grid search the area. Coming to the end of his search area he banked the aircraft 180 degrees to a northerly, downwind direction, added power, and began another pass. While making the pass, he felt the controls become "mushy" and the airplane began to settle. He added a little power, but noticed "no response" to the aircraft controls. He then added full power and attempted to turn the airplane into the wind; however, the directional control continued to deteriorate, and it became evident that he was in a "stall situation." Subsequently, the airplane impacted trees and came to rest inverted on the ground. Source: NTSB Aviation Accident Database (Pre-2008 Archive) Retrieved: 2026-02-12