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| NTSB Identification: DEN00LA059. The docket is stored in the (offline) NTSB Imaging System. |
| Accident occurred Tuesday, March 14, 2000 at RIFLE, CO |
| Aircraft: Cessna 182P, registration: N8236M |
| Injuries: 1 Minor |
| Event: 20001212X20615 Status: Final Report Approved On Friday, March 02, 2001 |
| NTSB Preliminary Narrative (6120.19A) |
| On March 14, 2000, approximately 0640 mountain standard time, a Cessna 182P, N8236M, owned and operated by Frances Dittmer Projects, |
| Inc., was substantially damaged when it collided with terrain during a forced landing near Rifle, Colorado. The airline transport certificated pilot, |
| the sole occupant aboard, sustained minor injuries. Visual meteorological conditions prevailed, and no flight plan had been filed for the |
| positioning flight being conducted under Title 14 CFR Part 91. The flight originated from Rifle at 0631. |
| According to the pilot's accident report, the airplane had just taken off from runway 26, was about 2/3 the way down the runway, and had |
| climbed to 300 to 400 feet above the ground when the engine lost power. When the pilot switched the fuel pump to HIGH BOOST, power |
| returned momentarily (2 to 5 seconds) and then was lost again. The pilot made a forced landing in the dirt median (between the east and |
| westbound lanes) of Interstate Highway 70 at mile post 93. The nose and right main landing gears were sheared off, and the right wing was |
| damaged. |
| When FAA inspectors arrived on scene, the airplane had been moved off the highway and had been transported back to the airport and |
| secured. |
| On May 24, 2000, the engine was disassembled and inspected under FAA supervision. According to the FAA airworthiness inspector's report, |
| there was some gasket material in the oil sump and screen; otherwise, no anomalies were noted. The engine-driven fuel pump and fuel injection |
| manifold tested satisfactory. |
| N8236M was equipped with a Continental IO-470-F fuel injected engine, rated at 260 horsepower, in accordance with STC (supplemental type |
| certificate) SA3825SW. In a letter from the type certificate holder, he indicated there were two ways engine power could be lost: (1) "If, due to |
| overpriming, an induction fire/fires should occur, it could weaken the duct that contains the alternate air door. This in turn could cause a failure |
| of the alternate air door with the potential of the door becoming loose and blocking air to the engine." (2) "...trying to take off with the fuel |
| selector in the off position. While there is not enough fuel in the system to allow a pilot to start the airplane, taxi, do a runup, and depart, there |
| might be enough to get airborne if it was shut off just prior to the take off roll." |
| In a telephone conversation with the certificate holder, he said the fuel reservoir (or header tank) was in line and on the opposite side of the fuel |
| selector valve. He proffered another scenario: (3) A loose line in the fuel system would allow air to be introduced, manifested by fluctuations |
| on the fuel pressure gauge. |
| NTSB Final Narrative (6120.4) |
| The airplane had just taken off from runway 26, was about two-thirds the way down the runway, and had climbed to 300 to 400 feet above the |
| ground when the engine lost power. When the pilot switched the fuel pump to HIGH BOOST, power returned momentarily (2 to 5 seconds) and |
| then was lost again. The pilot made a forced landing in the dirt median between the east and westbound lanes of an interstate highway. |
| Disassembly and inspection of the engine disclosed no anomalies. The airplane was equipped with a Continental IO-470-F fuel injected engine, |
| rated at 260 horsepower, in accordance with STC (supplemental type certificate) SA3825SW. The STC holder offered three scenarios that |
| could result in a power loss: (1) Previous induction fires could weaken the duct containing the alternate air door which could become loose and |
| block air to the engine. (2) Taking off with the fuel selector in the off position. (3) A loose line in the fuel system would allow air to be |
| introduced, manifested by fluctuations on the fuel pressure gauge. |
| NTSB Probable Cause Narrative |
| Loss of engine power for undetermined reasons. A factor was unsuitable terrain on which to make a forced landing. |
| Occurrences and Sequence of Events |
| Occurrence: 1, LOSS OF ENGINE POWER(TOTAL) - NONMECHANICAL |
| Phase of Operation: TAKEOFF - INITIAL CLIMB |
| Sequence of Events for Occurrence Number: 1 |
| 1 ( Cause ) REASON FOR OCCURRENCE UNDETERMINED / / |
| Occurrence: 2, FORCED LANDING |
| Phase of Operation: DESCENT - EMERGENCY |
| Sequence of Events for Occurrence Number: 2 |
| 2 (Finding) REMEDIAL ACTION / ATTEMPTED / PILOT IN COMMAND |
| Occurrence: 3, ON GROUND/WATER ENCOUNTER WITH TERRAIN/WATER |
| Phase of Operation: LANDING - ROLL |
| Sequence of Events for Occurrence Number: 3 |
| 3 ( Factor ) TERRAIN CONDITIONS / NONE SUITABLE / (0) |
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