Cessna 182 N9326G

Summary

On 16 October 2018 at about 22:22 local time, a Cessna 182 registered N9326G was involved in an accident near Canoncito, New Mexico, United States. 2 people were on board and 2 died. The aircraft was substantially damaged. The NTSB has published a probable cause for this accident; it is quoted in full below.

Date

16 October 2018 at 22:22

Classification

Accident

Location

Canoncito, New Mexico, United States

Coordinates

35.0711, -107.0353

Aircraft

Cessna 182

Registration

N9326G

Category

Airplane

Year built

1971

Engines

1

Operator

Not recorded

Operating rule

Part 91: General Aviation

Purpose of flight

Personal

Phase of flight

Not recorded

Route

Lake Havasu → Albuquerque

Aircraft damage

Substantial

Weather

VMC

Light

Day

NTSB number

CEN19FA008

2 people died.

The partial loss of engine power due to induction system icing. Contributing to the accident was the fractured carburetor heat control cable, which rendered the carburetor heat inoperative.

Quoted verbatim from the NTSB record. This site does not paraphrase or interpret it.

Read the full NTSB narrative

The pilot was conducting a cross-country flight when the airplane had a loss of engine power while descending through an area of precipitation and icing conditions. He was unable to restore normal engine operation using carburetor heat, which resulted in a forced landing. The airplane struck the terrain in a right wing down attitude and cartwheeled upon impact. Shortly after the accident, an individual observed several pieces of structural ice on the ground below the airplane’s left wing leading edge. After the accident, the engine demonstrated the ability to produce rated horsepower during an engine test. However, the carburetor heat control cable was found fractured and exhibited evidence of prolonged polishing wear against the cable sheathing. It is likely that the carburetor heat control cable had failed in overstress due to its reduced cross section from the polishing wear. Additionally, based on contaminants observed on the cable and fracture surfaces, the carburetor heat control cable had been fractured for an extended period before the flight. The airplane was not approved for flight in known icing conditions; however, if inadvertently flown in icing conditions, the carburetor heat should be engaged to avoid a loss of engine power due to induction air filter icing and/or carburetor icing. It is likely the loss of engine power during the flight was due to an accumulation of ice on the induction air filter and/or to the carburetor, and the pilot was unable to restore engine power because the fractured control cable had rendered the carburetor heat inoperative. According to the airplane’s operating handbook, pilots are to verify the proper operation of the carburetor heat during an engine runup before each flight. A review of the airplane’s flight track and weather data indicated the airplane had flown through areas of precipitation that were consistent with freezing drizzle and supercooled liquid water droplets favorable for structural icing conditions. There was no record that pilot had received a weather briefing before the flight and, as such, his awareness of the icing conditions before the flight could not be determined.

Quoted verbatim from the NTSB record.