NTSB Factual Report

On August 25, 2018, about 1400 eastern daylight time, a Cessna 182A, N4785D, was destroyed after a collision with terrain at East Georgia Regional Airport (SBO), Swainsboro, Georgia. The commercial pilot and three passengers were fatally injured, while one passenger was seriously injured. The airplane was operated by The Jumping Place Skydiving Center as a skydiving flight conducted under the provisions of Title 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed, and no flight plan was filed for the flight. The flight was originating at the time of the accident.

According to the parachute rigger, on the day of the accident there were five successful flights prior to the accident flight. The parachute rigger flew on the first and second flights of the day and stated that it was a "coaching flight" by the company owner with the pilot. The parachute rigger stated that the owner was pleased with the pilot's flying skills.

On the next three flights the parachute rigger stayed on the ground packing parachutes and attending to the jumpers that arrived. He recalled that after the fourth flight, while the pilot was refueling the airplane, he realized that the right wing fuel cap was missing. The pilot asked the parachute rigger to get in contact with the maintenance facility on the airport to see if they had an extra fuel cap. The parachute rigger told the mechanic that they were missing a fuel cap and the maintenance facility sent someone over. The parachute rigger saw the mechanic and the pilot working on the airplane, and the pilot later told the parachute rigger that they decided to use "fuel cell tape" over the fuel filler port. The flight then departed with a group of skydivers, and the parachute rigger returned to the hangar to repack parachutes. When the flight returned, the skydivers entered the hangar and prepared for the sixth flight. When the jump airplane returned the final group of skydivers boarded the airplane for departure. While in the hangar the parachute rigger saw the airplane taxi for takeoff but did not see the airplane depart. Shortly after that he saw a police car heading towards the end of runway 14. The parachute rigger exited the hangar and saw a huge fire at the end of the runway.

A witness that was in a park outside the airport watched as the airplane climbed after takeoff on the accident flight. The witness said that the airplane was about 150 ft over the runway when the engine stopped. They watched as the wings of the airplane "rocked" left and right before the airplane pitched down and collided with the ground. The airplane then burst into flames and was consumed by fire. The fire department arrived on site and rendered emergency services.

The 23-year-old pilot held a commercial pilot certificate with ratings for airplane single-engine land, multi engine land, and instrument airplane. On his most recent FAA first-class medical certificate application, dated August 23, 2018, he reported a total flight experience of 300 hours, including 60 hours during the last 6 months. The medical certificate indicated no restrictions.

The airplane was manufactured in 1958. It was powered by a 230-horsepower Lycoming O-470-50 engine equipped with a McCauley two-blade constant-speed propeller. The most recent 100-hour inspection was completed on August 10, 2018.

The recorded weather at SBO, at 1430, included wind from 90° at 4 kts, 10 statute miles visibility, scattered clouds at 3,900 ft, and an altimeter setting of 30.18 inches of mercury. The temperature was 31°Celisus (C) and the dew point was 21° C.

Examination of the accident site revealed that the airplane came to rest 2,000 ft off the departure end of runway 14. The 35-ft-long wreckage path extended from the first ground scar on a magnetic heading 014° and ended at the main wreckage. The left wing came to rest on left side forward of the fuselage. The left fuel tank and left flap were consumed by the postimpact fire. The right wing came to rest upright on the right side of the fuselage. The right wing remained loosely attached by the right lift strut. The cabin and the instrument panel were consumed by the postimpact fire. All flight control surfaces were accounted for at the accident site. Flight control cables was found within the airplane and flight control continuity was established. The wreckage was retained for further examination.