NTSB Factual Report

HISTORY OF FLIGHT

On September 12, 2007, at 1415 mountain daylight time, a Cessna 180, N4719B, piloted by a private pilot, lost engine power, departed controlled flight and impacted the ground 1 mile south of the Centennial Airport (APA), Englewood, Colorado. The personal flight was operated under the provisions of Title 14 Code of Federal Regulations (CFR) Part 91 without a flight plan. Visual meteorological conditions prevailed. The private pilot sustained serious injuries and the airplane was substantially damaged. The flight departed Pueblo Memorial Airport (PUB), Pueblo, Colorado, approximately 1330.

According to the pilot, the airplane was on final approach for runway 35R (10,001 feet X 100 feet) and had been cleared to land. Then the airplane's engine lost power. The pilot tried to restart the engine but was unable to get it started again. The pilot said he spotted a path on the golf course below him and tried to land on it.

Witnesses on the golf course said they saw the airplane flying "low" and "erratic." One witness said he saw the airplane just as it was approaching the interstate, pull up and bank left. Another witness said she "saw a red plane start to weave and the nose first then the tail start to come down. The engine was not running. It (the airplane) landed nose first into the rough."

PERSONNEL INFORMATION

The pilot held a private pilot certificate with single-engine land and glider ratings. The pilot reported having 1,897.6 total flying hours and 694.6 hours in the make and model of the accident airplane. The pilot also reported having flown 10.4 hours within the previous 90 days and 5.3 hours within the previous 30 days. The pilot's records showed he had completed a flight review on December 5, 2006. The pilot also held a Class 3 medical certificate dated September 1, 2006. The certificate showed limitations/waivers stating "Holder shall wear lenses that correct for distance vision, and possess glasses that correct for near vision while exercising the privileges of his/her airman certificate."

AIRCRAFT INFORMATION

The airplane was manufactured in 1955. It was owned and operated by the pilot and used for pleasure flying. The airplane had undergone an annual inspection on November 3, 2006. The airframe time at the annual inspection was 2,290.3 hours. The airframe time at the accident was 2,325.7 hours.

WRECKAGE AND IMPACT INFORMATION

The National Transportation Safety Board on-scene investigation began at 1545.

The airplane was located in a field adjacent to the Meridian Golf Course, approximately 1 mile south of APA. The recorded elevation of the accident site was 5,857 feet. The airplane's fuselage was oriented on a 270-degree magnetic heading.

Preceding the airplane were ground scars and debris field. The accident site began with 2 ground scars located 78 feet east of (behind) the airplane. The first ground scar was approximately 15 feet long and 10 inches wide. It was oriented lengthwise along the 270-degree heading toward the airplane. Approximately 15 feet south of the first ground scar was a second ground scar. This scar paralleled the first and was 21-feet long, 2-feet wide and approximately 1-foot deep. The second ground scar showed a piece of bottom left side fuselage bulkhead and landing gear box. Additionally there was an 11-inch long black-colored smear near the west end of the ground scar. The black smear was consistent with black paint from one of the two propeller blades.

From the west end of the ground scar to the airplane main wreckage was debris from the cabin and forward fuselage. Within the debris field were paint chips, metal pieces, and cabin insulation. The debris field stretched along the 270-degree heading for 78 feet until reaching the main airplane wreckage.

The airplane's main wreckage consisted of the propeller, engine, fuselage, both wings, empennage, and right main landing gear.

The airplane wreckage showed damage consistent with a stall-spin impact. The airplane's engine, engine mount, and firewall were bent downward. The upper cowling was bent outward at each side and crushed downward. The bottom cowling was crushed upward. The forward cabin left side door frame was broken out. The forward cabin from the instrument panel, aft to the baggage compartment showed a counter-clockwise twist in the frame. The left wing was bent downward at the root. The left wing strut was bent upward. The right wing was bent downward slightly. The front windscreen was broken. Both cabin doors were broken out and bent. The left main landing gear was broken out and found resting approximately 5 feet west of the airplane. The right main landing gear was bent and broken aft. The forward cabin floor was bent upward. The glare shield, instrument panel and control yokes were bent downward. The fuselage aft of the baggage compartment and empennage showed no damage. One of the two propeller blades was bent and broken aft along the underside of the bottom cowling. The other propeller showed no damage.

Flight control continuity was confirmed from the controls to the ailerons, elevator, and rudder.

An examination of the airplane's configuration showed the wing flaps at full down. The mixture knob was out approximately 1-inch from the stop. The fuel selector valve was positioned to the right wing fuel tank. The right wing fuel tank gauge needle was at the mark between 1/2 and 3/4 full. The left wing fuel tank gauge read zero. The altimeter was set at 30.00 inches. The tachometer time read 1240.7 hours.

The airplane's fuel tanks were drained at the scene prior to its removal. Approximately 8 gallons of fuel was drained from the left wing fuel tank. Approximately 12 gallons of fuel was drained from the right wing fuel tank. The fuel was light blue in color, had a smell consistent with 100 low lead, and showed no water or sediment.

TESTS AND RESEARCH

The airplane's engine was examined at Greeley, Colorado, on September 26, 2007. A visual examination of the engine showed the mixture arm to the carburetor was loose. The throttle cable was stiff and the bracket holding the cable to the carburetor body was loose. The spark plugs showed normal use. The removed components were reinstalled and the engine starter was engaged. The magnetos engaged and the crankshaft turned, demonstrating engine continuity. The engine was then connected to a fuel source and run. The engine ran normally at all power settings.

A review of the APA tower recording of radio calls made between the tower and the pilot was also conducted on September 26, 2007. In the two minutes prior to the accident, the tower controller and the accident aircraft and another airplane are heard making the following radio transmissions:

1413:22: N4719B: "one-nine bravo, three mile final, three-five."

1413:24: APA Tower: "Cessna one-nine bravo, roger, wind calm, cleared to land."

1413:27: N4719B: "cleared to land, one-nine bravo."

1414:15: N4719B: [garbled]

1414:17: APA Tower: "one-nine bravo, cleared to land. Let me know if you need any assistance."

1414:50: N4719B: [sound consistent with the airplane's stall warning horn sounding].

1415:01: Other Aircraft: "Jack [garbled], just a second, there's a guy on final the other way, just went down in the trees."

1415:17: APA Tower: "The crash rescue is on the way."

ADDITIONAL INFORMATION

Parties to the investigation were the Federal Aviation Administration, the Cessna Aircraft Company, and Teledyne Continental motors.

All aircraft wreckage was released and returned to the pilot's insurance company.

NTSB Probable Cause

The pilot's failure to maintain control of the airplane during the force landing attempt resulting in a stall-spin and the subsequent impact with the ground. A factor contributing to the accident was the engine failure for undetermined reasons.