NTSB Prelim: Cessna 182 | Aero-News Network
Aero-News Network
RSS icon RSS feed
podcast icon MP3 podcast
Subscribe Aero-News e-mail Newsletter Subscribe

Airborne Unlimited -- Recent Daily Episodes

Episode Date

Airborne Unlimited-Monday

Airborne Unmanned

Airborne Unlimited-Wednesday Airborne Flight Training

Airborne Unlimited-

Airborne-ANN Airborne Unlimited--01.25.21 Airborne-Unmanned--01.26.20 Airborne Unlimited--01.21.21 Airborne-Flight Training--01.14.20 Airborne Unlimited--01.22.21

Airborne On YouTube

Airborne Unlimited--01.25.21


Airborne Unlimited--01.21.21 Airborne-Flight Training--01.14.20

Airborne Unlimited--01.22.21

Thu, Nov 26, 2020

NTSB Prelim: Cessna 182

Had Departed The Abilene Airport (ABI) About 1139 On An Instrument Flight Rules (IFR) Flight Plan

Location: Rockwall, TX Accident Number: CEN21LA055
Date & Time: November 12, 2020, 13:06 Local Registration: N7306H
Aircraft: Cessna 182 Injuries: 2 Fatal
Flight Conducted Under:

On November 12, 2020, about 1307 central standard time (CST), a Cessna 182, N7306H, was substantially damaged when it was involved in an accident near Rockwall, Texas. The certificated private pilot and passenger sustained fatal injuries. The airplane was operated as a Title 14 Code of Federal Regulations (CFR) Part 91 personal flight.

The airplane had departed the Abilene airport (ABI) about 1139 on an instrument flight rules (IFR) flight plan. The last communications with air traffic control occurred at 1303 when the pilot cancelled the IFR flight plan and proceeded to Rockwall Municipal Airport (F46).

A review of archived Federal Aviation Administration (FAA) automatic dependent surveillance broadcast (ADS-B) data showed that as the airplane approached F46, it appeared to enter a left downwind leg for runway 35, although the traffic pattern indicators as part of the segmented circle indicated a right traffic pattern for runway 35. Other pilots already in the traffic pattern were utilizing runway 17 and did not hear the pilot of N7306H make any radio transmissions on the airport’s common traffic advisory frequency. One pilot was holding short of runway 17, about to depart, when another pilot in the pattern instructed him to hold short of the runway since there was someone else landing the opposite direction.

Multiple surveillance cameras positioned around F46 captured the accident sequence. One camera, located at a fixed-base operator on the southeast corner of the airport, adjacent to the runway 35 threshold, captured the airplane about 10 ft over the runway’s surface and it did not appear to touchdown within the video frame. A witness located on the ground about that same location stated that he never saw the airplane touchdown as it crested the peak of the sloped runway. A second camera, located on the northwest side of the runway, adjacent to the windsock, captured the airplane shortly after cresting the peak of the runway. In this video, the airplane appeared to be on the runway, but not stopping. The camera angle was limited to the displaced threshold for runway 17 and when the airplane passed from its field of view, it was still on the ground. A third and final camera captured the remaining runway and accident sequence. Shortly after the airplane passed the segmented circle, smoke could briefly be seen emitting from the main wheels. Immediately thereafter, the airplane overran the departure end of the runway and descended towards lower terrain before it ascended slightly. During this time, the airplane appeared to be in a nose high pitch attitude before impacting transmission power lines with the left wing that were located about 440 ft north of the departure end of the runway. Subsequently, the airplane spiraled to the ground and out of the camera’s field of view. The pilot of an airplane holding short of runway 17 had his window open and heard an increase in engine noise, which he described as consistent with an engine developing full power.

A post-accident examination revealed free movement of both main wheels with no flat spots noted. Flight control continuity was established to the ailerons, elevators and rudder and the flaps were found in the retracted position. Cylinder compression and rotational continuity throughout the engine and valve train was confirmed at the accident site. Additionally, the left and right magnetos produced spark on connected ignition leads. No mechanical anomalies or malfunctions were found that would have precluded normal operation.

FMI: www.ntsb.gov


More News

ANN's Daily Aero-Linx (01.24.21)

Aero Linx: Alaska Department of Transportation and Public Facilities -- Statewide Aviation Aviation touches all aspects of life in rural Alaska, and is a basic mode of transportati>[...]

Aero-News: Quote of the Day (01.24.21)

“We explored a number of alternatives, but after careful consideration, we simply cannot execute a worthwhile event that would not potentially endanger both the community and>[...]

ANN's Daily Aero-Term (01.24.21): Hazardous Weather Information

Hazardous Weather Information Summary of significant meteorological information (SIGMET/WS), convective significant meteorological information (convective SIGMET/WST), urgent pilot>[...]

Airborne 01.25.21: Electric Velis, Whitehouse Moon Rock, Drone Chutes

Also: Bryant S-76B Crash Hearing, AeroEducate Initiative, Liberty University, Sustainable Fuels Pipistrel-USA reports that over the course of 2020, Pipistrel delivered 111 certifie>[...]

Airborne 01.22.21: Aero-Friedrichshafen Postponed, ASR SBX Chute, Airbus Update

Also: Partial Aero-Recovery in 2021?, Bell 412, 15 More KC-46 Tankers, Super Bowl LV v Drones Another major aviation event has had to give way to the damage done by the COVID pande>[...]

blog comments powered by Disqus





© 2007 - 2021 Web Development & Design by Pauli Systems, LC