The pilot of a Cessna Skylane (C182) was preparing to conduct a
private flight with three passengers. The pilot reported that the
planned work-related flight was the first following a periodic
maintenance inspection. After carrying out a pre-flight inspection,
the pilot and passengers boarded the aircraft. The pilot ensured
that the passengers' harnesses were secured and the right front
seat occupant was briefed to not touch the controls. The pilot
switched on the aircraft's electrical power to use the radios in
order to obtain the broadcast aerodrome information and an airways
clearance. The pilot estimated that electrical power was drawn from
the aircraft's battery for approximately two minutes during which
time he made several radio transmissions. When he attempted to
start the engine, battery power was depleted and the electric
starter would not turn the propeller.
The pilot reported that he then applied the parking brake and
set the engine controls. After again instructing the passengers not
to touch the aircraft controls, the pilot alighted and attempted to
start the engine by hand swinging the propeller. On the second
compression the engine started and accelerated to nearly full
power. The aircraft moved forward and accelerated rapidly across
the apron. Other than the passengers, no other person was known to
have seen the pilot attempting to hand start the aircraft.
Personnel working in or around other aircraft parked on the apron
were alerted to the occurrence by the sound of an aircraft engine
at or near full power.
Witnesses saw the C182 accelerate across the apron pursued by
the pilot. They reported that the C182 nearly became airborne
before its wingtip struck the windshield of a parked Cessna 402.
The C182 continued across the apron and collided with the rear of a
parked Metroliner. The rear fuselage of the Metroliner was
significantly damaged by successive strikes from the C182's
propeller blades. That impact swung the C182 and it continued
unchecked, before colliding with a Cessna 206 (C206) that was
parked 120 m from where the C182 had started. The pilot chased
after the aircraft and although he gained entry to the cabin, he
was unable to stop the engine before the collision with the
C206.
The collision collapsed the left wing of the C182, preventing
normal operation of the left cabin door and the right cabin door
was blocked by the C206 fuselage. The pilot forced the left door
open to evacuate the passengers. Maintenance personnel who had
witnessed the collision came to the assistance of the C182
occupants. During the evacuation sequence, spilled fuel from the
ruptured wing tanks had soaked the aircraft occupants and rescuers.
One passenger was injured from the force of the collision. All of
the occupants and some of the rescuers received minor skin burns
from contact with aviation fuel. The other aircraft struck were
neither occupied nor had maintenance personnel working on them at
the time. The Metroliner, C206 and the C182 were extensively
damaged.
The licensed aircraft maintenance engineer who supervised the
maintenance inspection of the C182 reported that the 24 volt,
lead-acid battery had been removed from the aircraft and inspected.
The inspection was performed in accordance with the battery
manufacturer's directions and included checking for any
discolouration of the electrolyte and topping up. The battery had
been placed on a low charge rate for several hours to ensure it was
fully charged. Following the occurrence, a test of the battery's
capacitance found that, when fully charged, it took six minutes
under normal load to discharge. The manufacturer's specification
for the battery capacitance equated to an output of 13 amperes for
30 minutes. The battery had been in service for approximately three
years.
Post accident inspection of the aircraft controls found the
throttle in the fully open position and the throttle friction nut
loose. The park brake handle was selected to the on position but
not firmly applied. When checked, the park brake functioned
normally. The pilot reported that he had not checked the throttle
setting and could not account for the setting being anything other
than the normal start position. He had applied the park brake but
had not chocked the wheels or secured the aircraft with the tail
tie-down.
Civil Aviation Regulation (CAR) 231-"Manipulation of propeller",
permitted hand starting when assistance from a licenced pilot or
appropriately qualified person was not readily available. Although
the aircraft was positioned approximately 50 m from the maintenance
facility that carried out the inspection, the pilot had not sought
assistance from the engineering staff. The maintenance organisation
reported that a battery cart was available and the aircraft was
fitted with an external power source receptacle.
Additionally, CAR 231 required the person manipulating the
propeller to know the correct starting procedures for the aircraft.
When attempted, without assistance from another qualified person at
the controls, the regulation required that adequate provision was
made to prevent the aircraft from moving forward, and that no one
was on board the aircraft. The pilot reported that he had been
shown the hand starting technique during basic flying training
about six years previously. The instructor had demonstrated the
technique on a Cessna 150 training aircraft. Although the technique
had been demonstrated during that training, the pilot could not
recall being briefed on all of the safety precautions associated
with hand starting procedures.
