NYC07LA102

Factual narrative

On April 21, 2007, about 1230 eastern daylight time, a Cessna 182A, N299AA, was substantially damaged during an aborted landing at Russellville-Logan County Airport (4M7), Russellville, Kentucky. The certificated commercial pilot was not injured. Visual meteorological conditions prevailed, and no flight plan was filed for the commercial skydiving flight conducted under 14 CFR Part 91. According to the pilot's written statement, after two skydivers departed the airplane at 11,000 feet, he returned to 4M7, and utilized carburetor heat while descending to 3,000 feet. The pilot stated that everything seemed "normal" as he flew a downwind and base leg for runway 24; a 3,999-foot-long, 75-foot-wide, asphalt runway. On final approach, the airplane encountered an updraft, and ascended above the glidepath. At that time, the pilot extended the flaps from one to two "notches," and lowered the nose. The airspeed increased, and when the airplane initially touched down on the runway, it bounced and continued to fly. At that point the pilot initiated a go-around. During the initial climb, about 50 to 75 feet above ground level (agl), the engine lost power. The pilot then extended the flaps completely, and attempted an emergency landing on the remaining runway. The airplane subsequently overran the runway, traveled down an embankment, and came to rest inverted in a grass area at the end of the runway. During the overrun, the airplane sustained substantial damage to the left wing and aft fuselage. The pilot believed that fuel starvation, carburetor ice, or vapor locked caused the loss of engine power. The pilot owned and operated the airplane. During an interview with a Federal Aviation Administration (FAA) inspector, the pilot stated that he did not possess any of the airplane's maintenance logbooks, and the airplane had not received an annual or 100-hour inspection since he purchased it in 2003. The pilot further stated that he did not hold an airframe or powerplant certificate; however, he performed all of the maintenance on his airplane. Examination of the wreckage by an FAA inspector revealed that the crankshaft could be rotated by hand, via the propeller. Crankshaft, camshaft, and valve train continuity were confirmed, and thumb compression was attained on all cylinders. The sparkplugs were examined and no discrepancies were noted. The magnetos produced spark at all leads when their input drives were rotated. The FAA inspector stated that the carburetor heat cable and fuel sump cable were disconnected, and the cable linkages did not display damage consistent with impact. Ten gallons of fuel were recovered from the right fuel tank and 7 gallons of fuel were recovered from the left fuel tank. No contamination was observed in the fuel or oil. The reported weather at an airport approximately 20 miles northeast of the accident site, at 1253 was: wind variable at 4 knots; visibility 10 miles; sky clear; temperature 23 degrees Celsius (C); dew point 7 degrees C; altimeter 30.24 inches of mercury. According to an FAA Carburetor Icing Probability Chart, no icing or light icing (at glide or cruise power) was possible for the prevailing temperature and dew point. After releasing skydivers, the pilot was descending the airplane from 11,000 feet and returning to his home airport. He utilized carburetor heat while descending to 3,000 feet, and everything seemed normal during the approach to the 3,999-foot-long asphalt runway. The bounced upon landing and the pilot initiated a go-around; however, the airplane experienced a loss of engine power during the initial climb, about 50 to 75 feet above ground level (agl). The airplane then overran the remaining runway during the subsequent forced landing. The pilot owned and operated the airplane since he purchased it in 2003. The airplane had not received an annual or 100-hour inspection subsequent to the pilot purchasing it. In addition, the pilot did not hold an airframe or powerplant certificate; however, he performed all of the maintenance on his airplane. Examination of the wreckage revealed that the carburetor heat cable and fuel sump cable were disconnected, and most likely had been disconnected prior to impact. The examination of the wreckage did not reveal any other discrepancies. Ten gallons of fuel were recovered from the right fuel tank and 7 gallons of fuel were recovered from the left fuel tank. No contamination was observed in the fuel or oil. According to an FAA Carburetor Icing Probability Chart, no icing or light icing (at glide or cruise power) was possible for the prevailing temperature and dew point. Source: NTSB Aviation Accident Database (Pre-2008 Archive) Retrieved: 2026-02-12