The airplane was operating as part of a commercial skydiving operation, Ultimate Skydiving
Adventures, LLC, based at the Blake Field Airport (AJZ), Delta, Colorado. The pilot had just completed
the 8th skydiving flight of the day, the skydivers onboard had already egressed from the airplane, and the
pilot was returning to land at AJZ. About 8,000 ft msl, the engine stopped producing power. The pilot
attempted to troubleshoot the total loss of engine power with no change. The pilot decided she would be
unable to make it back to AJZ due to the loss of engine power.
Category: CO
The private pilot was landing the airplane at the conclusion of a cross-country flight when the engine
experienced a total loss of power in the airport traffic pattern. The pilot attempted to restart the engine
without success and subsequently landed the airplane in a field, where it impacted a fence and irrigation
equipment. The pilot stated the right fuel tank was selected at the time of the accident. Postaccident
examination revealed that the right tank contained 14 to 15 gallons of fuel, and that the left fuel tank
contained about 1 gallon of fuel. The fuel selector was in the right tank position. The engine functioned
normally during a postaccident test run. Given the lack of engine anomalies, it is likely that the airplane
was operating on the left tank at the time of the accident, and the loss of engine power was the result of
fuel starvation; it is likely that the pilot moved the fuel selector to the right tank position during his
attempt to restart the engine.
The commercial pilot was conducting a skydiving flight with 15 skydivers on board. The pilot reported
that, at 5,000 ft above ground level, he reconfigured the airplane for a climb and activated the interior
amber jump lights, which indicated that the door could be opened to spot the jump zone. Two jumpers
safely exited the airplane at that time. The pilot then initiated another climb. The pilot did not recall any
jump indication lights being illuminated in the cabin during the climb, and none of the remaining
jumpers notified him of any illuminated jump lights. However, three of the jumpers later reported that
the amber jump light remained illuminated at that time. One of the jumpers informed a senior jumper
from the operator that the light was on, but he indicated that it was not a problem, and the jumpers all
affirmed that no one informed the pilot that the amber light remained on.
The pilot reported that he had flown a group of skydivers to altitude for an intentional
parachute jump about 3 miles north of the airport and was returning for landing at the time of
the accident. The airplane was on final approach when the engine lost power. The pilot’s
attempts to restore engine power were unsuccessful, and he ditched the airplane into a lake
short of the runway. The pilot reported using carburetor heat during the descent; however, the
pilot did not periodically apply engine power (clear the engine) during the descent. According
to FAA Advisory Circular 20-113, Pilot Precautions and Procedures to be Taken in Preventing
Aircraft Reciprocating Engine Induction System and Fuel System Icing Problems, "Heat
should be applied for a short time to warm the induction system before beginning a prolonged
descent with the engine throttled and left on during the descent. Power lever advancement
should be performed periodically during descent to assure that power recovery can be
achieved." A postaccident engine examination did not reveal any anomalies consistent
with a preimpact failure or malfunction. Local weather conditions were conducive to the
formation of carburetor icing.
On August 9, 2011, about 1714 mountain daylight time, a Cessna 182, N8718T, landed in a field while on approach to Boulder Municipal Airport (KBDL). The aircraft was substantially damaged and came to rest after striking a tree on the north side of the field.
The pilot was returning to the airport after releasing some skydivers. He was following a training airplane in the traffic pattern and was gaining on it, so he decided to extend his downwind leg. On final approach to runway 08, his airplane was still gaining on the other airplane. The pilot reduced power and raised the nose to reduce airspeed to 85 mph.
The pilot departed with three passengers and three dogs, but only two seats. The airplane had been reconfigured (STC SA00352DE) for parachute jumping operations. The STC included the stipulation that the airplane could be used only for parachutist launching operations. Also, Title 14 CFR Part 91.107, (a)(3), states that each occupant of a civil aircraft must be provided with an approved seat [the fatally injured passenger was not] with seat belt, for movement on the surface, takeoff, and landing operations.