N8236M

On March 14, 2000, approximately 0640 mountain standard time, a Cessna 182P, N8236M, owned and operated by Frances Dittmer Projects, Inc., was substantially damaged when it collided with terrain during a forced landing near Rifle, Colorado. The airline transport certificated pilot, the sole occupant aboard, sustained minor injuries. Visual meteorological conditions prevailed, and no flight plan had been filed for the positioning flight being conducted under Title 14 CFR Part 91. The flight originated from Rifle at 0631.

According to the pilot's accident report, the airplane had just taken off from runway 26, was about 2/3 the way down the runway, and had climbed to 300 to 400 feet above the ground when the engine lost power. When the pilot switched the fuel pump to HIGH BOOST, power returned momentarily (2 to 5 seconds) and then was lost again. The pilot made a forced landing in the dirt median (between the east and westbound lanes) of Interstate Highway 70 at mile post 93. The nose and right main landing gears were sheared off, and the right wing was damaged.

When FAA inspectors arrived on scene, the airplane had been moved off the highway and had been transported back to the airport and secured.

On May 24, 2000, the engine was disassembled and inspected under FAA supervision. According to the FAA airworthiness inspector's report, there was some gasket material in the oil sump and screen; otherwise, no anomalies were noted. The engine-driven fuel pump and fuel injection manifold tested satisfactory.

N8236M was equipped with a Continental IO-470-F fuel injected engine, rated at 260 horsepower, in accordance with STC (supplemental type certificate) SA3825SW. In a letter from the type certificate holder, he indicated there were two ways engine power could be lost: (1) "If, due to overpriming, an induction fire/fires should occur, it could weaken the duct that contains the alternate air door. This in turn could cause a failure of the alternate air door with the potential of the door becoming loose and blocking air to the engine." (2) "...trying to take off with the fuel selector in the off position. While there is not enough fuel in the system to allow a pilot to start the airplane, taxi, do a runup, and depart, there might be enough to get airborne if it was shut off just prior to the take off roll."

In a telephone conversation with the certificate holder, he said the fuel reservoir (or header tank) was in line and on the opposite side of the fuel selector valve. He proffered another scenario: (3) A loose line in the fuel system would allow air to be introduced, manifested by fluctuations on the fuel pressure gauge.