NTSB Factual Report

HISTORY OF FLIGHT

On May 31, 2003, at 0617 Pacific daylight time, a Cessna 182Q, N4892N, nosed over during a forced landing at the Lake Tahoe Airport (TVL), South Lake Tahoe, California. The Civil Air Patrol (CAP) operated the airplane as a public-use flight under the provisions of 14 CFR Part 91. The airplane sustained substantial damage. The certified flight instructor (CFI) received minor injuries. The private pilot and one passenger were not injured. Visual meteorological conditions prevailed for the cross-country flight to the Winnemucca Municipal Airport (WMC), Winnemucca, Nevada.

In an interview with the National Transporation Safety Board investigator-in-charge (IIC), the flying pilot stated that they were activated for a mission to search for a missing aircraft. They were repositioning to WMC, where the search was being coordinated. A safety briefing was conducted, in which the pilot and the CFI discussed flight duties. If a problem were to occur, the CFI would take the flight controls and fly the airplane.

The flying pilot conducted a normal preflight that included checking the fuel, oil, and flight control surfaces. They boarded the airplane, and he started the engine according to the airplane's approved checklist. He again checked the flight controls, with no discrepancies encountered. He taxied the airplane to runway 36, conducted a run-up (per the manufacturer's checklist), and set the mixture per the takeoff checklist.

The flying pilot applied the throttle as the airplane rolled out onto the runway. He called airspeed "alive" between 40-50 knots, and then called the airplane off the ground (60 knots). He flattened the nose to gain airspeed; the nose pitched up, and he pushed the yoke forward to lower the nose. The airplane remained in a nose high attitude. At that point the CFI called "my plane," and the flying pilot responded with "your plane." The pilot stated that the CFI flew the airplane from that point on. He indicated that the CFI pushed the yoke forward and "shook" the airplane to try and loosen the flight controls.

The nose high condition remained and the flying pilot assisted the CFI by raising the flaps and helping to keep the yoke in the forward position. He indicated that the rear passenger moved forward to see if the weight redistribution would help. The airplane was now beyond the airport environment.

According to the CFI's written statement, the flying pilot conducted the preflight utilizing the airplane checklist. They boarded the airplane and conducted the pre-taxi checklist, which included "full and visual deflection of controls; free and correct," as well as, a crew briefing. The crew briefing included an agreement that the flying pilot would perform the takeoff; however, if any abnormality should arise, the CFI would assume control of the airplane with the standard exchange of controls through repetitive verbal confirmation.

The flying pilot taxied to the active runway where the run-up checklist was performed, which included a second visual check of full deflection of the flight controls. No abnormalities were noted. She had the observer record the time, 0615. After that a 360-degree turn was conducted to check for area traffic and any oil leaks that may have occurred during the run-up. She announced their departure on the common traffic advisory frequency, and the pilot taxied into position. The flying pilot applied power, "called out instruments in the green, airspeed alive, and rotated at 60 knots indicated airspeed."

There were no discrepancies noted with the takeoff. As the flying pilot pushed the nose forward to gain airspeed, the airplane "suddenly and severely pitched up." The CFI noted that the flying pilot had the yoke in the full forward position; however, the angle of attack continued to rise. The flying pilot stated that they had a problem, and she took over the flight controls. At that point both pilot's pushed forward on the yoke, but there was no change in the nose high angle of attack. She knew that a departure stall was imminent, so she reduced the power and removed 10 degrees of flaps. The observer in the rear seat moved forward in order to shift more weight to the front of the airplane. The CFI reported that the nose lowered and she regained control of the airplane, but there was no runway left on which to land. She reapplied power to control the pitch and chose a suitable place to make a forced landing.

During the forced landing she attempted to reduce the power by retarding the throttle. There was no response from the engine. She continued her attempts to reduce the power by "firmly adjusting the throttle to idle position" with no response. She redirected the airplane's heading towards tall brush in order to slow the airplane down. The airplane plowed through the brush, which reduced the airplane's airspeed. The CFI reported that the airplane touched down on its main landing gear. Both pilots reported that after the airplane touched down the nose landing gear collapsed and dug into the soggy ground, and nosed over. They conducted the emergency procedures to evacuate the airplane.

The observer reported that after takeoff the climb out was normal, but "continued at what I felt would end in a power stall." He shifted his weight forward, and saw both pilots pushing forward on the yokes. The airplane leveled off and the CFI retracted the flaps to zero.

A deputy from El Dorado County Sheriff's Office interviewed the flying pilot. The flying pilot reported that after takeoff he and the others noticed that the airplane's tail was "extremely low and would not respond to corrections." Both he and the CFI forced the yoke forward to drop the nose of the airplane. The flying pilot stated that they felt the airplane was going to stall, at which point the CFI took over the flight controls. He tried to shut down the engine, but it "kept revving." The flying pilot stated that the CFI intentionally clipped willow bushes with the airplane on the way down as a means to reduce the airspeed, thereby slowing down the airplane to aid with the forced landing.

PERSONNEL INFORMATION

Certified Flight Instructor

A review of Federal Aviation Administration (FAA) airman records revealed the pilot held a commercial pilot certificate with an airplane single and multiengine land ratings and an instrument airplane rating. The pilot also held a certified flight instructor certificate with an airplane single engine land rating. According to Civil Air Patrol (CAP) records, the pilot's last CAP pilot flight evaluation was conducted on February 17, 2003. The evaluation included, CAP's annual standardization, instructor/check pilot, cadet orientation, and FAA biennial flight review.

The pilot held a first-class medical certificate issued on January 20, 2003. It contained the limitation that the pilot shall wear correcting lenses while exercising the privileges of her airman certificate.

According to the FAA, the pilot had an estimated total flight time of 778 hours. She logged 6 hours in the last 90 days, and had an estimated 200 hours in this make and model.

Flying Pilot

A review of FAA airman records revealed the flying pilot held a private pilot certificate with an airplane single engine land rating.

The pilot held a third-class medical certificate issued on July 29, 2001. It had the limitations that the pilot must wear lenses for distant vision, and have glasses for near vision.

According to the pilot's FAA airman medical application, the pilot reported an estimated total flight time of 170 hours, with an estimated 10 hours in the last 6 months in the accident make and model.

AIRCRAFT INFORMATION

The airplane was a 1979 single engine Cessna 182Q, serial number 18267441. A review of the airplane's logbooks revealed a total airframe time of 3,665.5 hours at the last annual inspection. An annual inspection was completed on August 8, 2002. The tachometer read 3,740.8 hours at the accident site. The airplane flew about 75 hours since the annual inspection.

On March 22, 2003, an airframe logbook entry indicated that the nose wheel bearings were replaced and serviced with new Cessna parts. The landing light had been replaced, as well as the carburetor ice detector probe. An operational check of the airplane revealed no mechanical anomalies.

The airplane had a Teledyne Continental Motors O-470-U engine, serial number 470474, installed. Total time on the engine at the last annual inspection was 3,665.5 hours; 285.2 hours since its last major overhaul. Western Skyways, Inc., of Montrose, Colorado, completed the field overhaul on September 25, 2000. Beegles Aircraft Service, Inc., Greeley, Colorado, installed the engine on the accident airplane on November 27, 2000. On March 31, 2003, oil and filter changes were recorded with no discrepancies noted.

WRECKAGE AND IMPACT INFORMATION

An FAA inspector from the Reno, Nevada, Flight Standards District Office responded to the accident site. He noted that the airplane was inverted in a meadow about 2 statute miles from the departure end of the runway, and the engine separated from the airframe. After interviewing the flying pilot, the inspector removed the inspection panel located at the empennage. He reported that the DOWN elevator cable was lying loose on the upper skin, forward of the empennage. The safety wire for its retaining turnbuckle had been cut. He further noted that the safety wire for the UP elevator cable had also been cut, but remained attached to the turnbuckle.

TESTS AND RESEARCH

The FAA and Cessna Aircraft Company, a party to the investigation, examined the airplane at the CAP hangar at TVL on May 27, 2003.

The FAA inspector reported that the turnbuckle on the DOWN elevator cable had separated from the turnbuckle eye that attached it to the elevator bell crank. The safety wire had been cut and pulled from the center hole, which allowed the turnbuckle to rotate until it separated from the turnbuckle eye. The other end of the turnbuckle remained attached to the elevator cable swaged terminal. The inspector removed the elevator cable turnbuckle assemblies from the airplane by cutting the elevator control cables and removing the turnbuckle eye fittings from the elevator bellcrank.

According to the Cessna representative, the DOWN elevator control cable turnbuckle had disengaged from the turnbuckle eye on one end and remained connected to the swaged terminal by two threads on the other end.

The UP elevator control cable turnbuckle safety wire had been cut on the eye side and pulled out of the center hole of the turnbuckle. The eye was engaged in the turnbuckle by 19 3/4 turns, and the terminal end was engaged by 18 1/2 turns.

The FAA inspector and the Cessna representative inspected the flight control system with no further discrepancies noted.

Paperwork from Reno Flying Service, Inc., Reno, during the annual inspection the flight control system was inspected, which included a check for correction direction of control movement, travel, and cable tension. Company personnel indicated that maintenance personnel did not perform any rigging checks of the elevator control cables during the annual inspection.

ADDITIONAL INFORMATION

The Safety Board IIC released the wreckage to the owner's representative.

NTSB Probable Cause

a loss of pitch flight control authority due to the disconnection and separation of the elevator DOWN control cable turnbuckle. The separation of the turnbuckle was due to the severance of the safety wire by unknown persons at an unknown time.