N9078XCessna 182D · 1961

On April 14, 2013, about 2100 Pacific daylight time (PDT), a Cessna 182D, N9078X, impacted mountainous terrain near Wellington, Nevada. The airplane was owned by a private party, and operated by the pilot as a cross-country flight under the provisions of 14 Code of Federal Regulations (CFR) Part 91. The commercial pilot and passenger sustained fatal injuries; the airplane was destroyed by impact forces and post-crash fire. The cross-country personal flight departed North Las Vegas, Nevada, about 1800, with a planned destination of Minden-Tahoe Airport (MEV), Minden, Nevada. Visual night meteorological conditions prevailed, and no flight plan had been filed.

Information provided by the Federal Aviation Administration (FAA) revealed that the family of the pilot contacted the FAA on April 15, 2013, after they became concerned when the pilot had not arrived at his intended destination. The FAA issued a family concerned Alert Notification (ALNOT). The Civil Air Patrol, United States Air Force, and local law enforcement commenced search and rescue operations throughout the area of the pilot's intended flight path. The wreckage was located by aerial units on the morning of April 18, 2013.

The airplane impacted mountainous terrain approximately 18 nautical miles southeast of the flight's intended destination.

The pilot had been in contact with Oakland Approach Control (TRACON) and was being provided VFR flight following. The airplane was on a discrete code of 1360. The pilot terminated flight following at 2047 PDT, at a reported altitude of 11,800 feet msl. At the time of cancellation, the airplane was 44 nm southeast of MEV and 28 nm southeast of the accident site.

There were no further communications from the pilot.

After the pilot cancelled flight following, the reviewed radar data revealed that a VFR transponder code (1200) was observed along the intended route starting at 2055 PDT, at a reported altitude of 10,900 feet msl. The radar track continued in a steady descent until 2057 PDT at a reported altitude of 10,300 feet msl. The last reported radar return at 2057 PDT was 28 nm southeast of MEV and 10 nm southeast of the accident site.

The accident site was located along a direct course from the last radar return location and the destination airport.

A review of the FAA airman records revealed that the 30-year-old pilot held a commercial pilot certificate with ratings for airplane single-engine land, multiengine land, and instrument airplane. The pilot held a certified flight instructor (CFI) certificate with ratings for airplane single-engine land and multiengine land.

The pilot held a first-class medical certificate issued on October 24, 2012. It had the limitations that the pilot must wear corrective lenses.

An examination of the pilot's flight records indicated an estimated total flight time of 1,266 hours, with 52 hours logged in the past 90 days. He completed a Federal Aviation Regulation (FAR) Part 135 second-in-command (SIC) check ride on October 24, 2012.

The airplane was a Cessna 182, serial number 18253478. The owner reported that the airplane had a total airframe time of 6,548.68 hours at the last annual inspection dated September 3, 2012. The tachometer read 2,794.08 at the last inspection. The tachometer read 2,805.30 at the accident scene.

The engine was a Continental Motors O-470-L10B, serial number 069719-R. Total time recorded on the engine at the last 100-hour inspection dated September 3, 2012, was 1,496.34 hours.

The last time the airplane was refueled was at Reno Stead Field (RNO), Reno, Nevada, on April 11, 2013. According to fueling records obtained from RNO, the airplane was last fueled with the addition of 40.37 gallons of 100LL-octane aviation fuel.

A staff meteorologist for the National Transportation Safety Board (NTSB) prepared a factual report, which included the following weather for the departure area, route of flight, and destination. The factual report is included in the accident docket.

The NWS Radar Summary Chart issued for 2020 PDT (0320Z) depicted an area of very light echoes associated with rain showers over northern California into Nevada, located along the trough of low pressure. There were no significant echoes along the route of flight.

A further review of local weather radar data at the time of the accident (2050 PDT) also confirmed that there were no significant weather echoes in the vicinity of the accident site.

The GOES-15 infrared image at 2045 PDT (0345Z) with the surface features overlaid depicted clear conditions over the last known position and the accident site; however, in the Reno area immediately north, several north-to-south oriented cloud bands were noted. These bands were consistent with altocumulus standing lenticular clouds (ACSL), which did not propagate or move downwind with time. Lenticular clouds are one class of clouds associated with mountain wave activity.

The GOES-15 shortwave or nighttime infrared (band 2) and water vapor (band 3) imagery images at 6X magnification with the accident site noted a transverse wave pattern in the clouds with several north-to-south bands, which did not propagate or move downwind with the mean winds. The infrared image depicted clear conditions immediately overhead of the accident site with a band of clouds immediately west of the accident site between the destination airport of Minden, located south of Carson City (KCXP). The water vapor imagery depicted moisture channel darkening over the accident site, which was consistent with downward flow or downdrafts associated with the mountain wave over the accident site.

The closest Terminal Aerodrome Forecast (TAF) for the destination was for RNO and was issued at 1632 PDT. The forecast from 1700 through 2300 PDT expected westerly winds from 280 degrees at 18 knots gusting to 28 knots; visibility unrestricted at better than 6 miles, with scattered clouds at 8,000 feet above ground level(agl), and ceiling broken at 20,000 feet. The forecast also warned of low-level wind shear at 2,000 feet with wind from 270 degrees at 50 knots.

The NWS had a series of AIRMETs current for moderate turbulence below 14,000 feet over the region. There were no other current Convective SIGMET, SIGMETs, Center Weather Advisories, or weather watches in effect.

At the time of the accident the sun was more than 15 degrees below the horizon, and the moon was 32 degrees above horizon at an azimuth of 270 degrees. The phase of the moon was a waxing crescent and was 20% illuminated.

The airplane was a Cessna 182, serial number 18253478. The owner reported that the airplane had a total airframe time of 6,548.68 hours at the last annual inspection dated September 3, 2012. The tachometer read 2,794.08 at the last inspection. The tachometer read 2,805.30 at the accident scene.

The engine was a Continental Motors O-470-L10B, serial number 069719-R. Total time recorded on the engine at the last 100-hour inspection dated September 3, 2012, was 1,496.34 hours.

The last time the airplane was refueled was at Reno Stead Field (RNO), Reno, Nevada, on April 11, 2013. According to fueling records obtained from RNO, the airplane was last fueled with the addition of 40.37 gallons of 100LL-octane aviation fuel.

The accident site was located on a southeast facing slope of Eagle Mountain located northwest of Wellington, at an elevation of 8,570 feet msl approximately 200 feet below the top of the ridgeline. The airplane impacted in a wings level attitude traveling in a northwest direction. The airplane wreckage was contained within the immediate area of the accident site, and was destroyed by impact forces and the post impact fire. All major structural components of the airplane were located within the debris field.

The accident site was on the south end of a small mountain range that was oriented north-to-south with three mountain peaks near the accident site with elevations between 8,900 to 9,200 feet msl.

FAA Aeronautical Information Manual (AIM) chapter 5-1-2, "Follow IFR Procedures Even When Operating VFR," states the following: "When flying VFR at night, in addition to the altitude appropriate for the direction of flight, pilots should maintain an altitude which is at or above the minimum en route altitude as shown on the charts. This is especially true in mountainous terrain, where there is usually very little ground reference. Do not depend on your eyes alone to avoid rising unlighted terrain." Additionally, with respect to VFR night operations in mountainous terrain, chapter 7-5-6 of the AIM states, in part: "Continuous visual contact with the surface and obstructions is a major concern and flight operations under an overcast or in the vicinity of clouds should be approached with extreme caution."

The FAA Airplane Flying Handbook, FAA-H-8083-3A, chapter 10, states the following about night flying: "Distance may be deceptive at night due to limited lighting conditions. A lack of intervening references on the ground and the inability of the pilot to compare the size and location of different ground objects cause this. This also applies to the estimation of altitude and speed. Consequently, more dependence must be placed on flight instruments, particularly the altimeter and the airspeed indicator."

The Washoe County Medical Examiner completed an autopsy on April 19, 2013. The cause of death was due to multiple blunt force injuries.

The FAA Civil Aerospace Medical Institute (CAMI), Oklahoma City, Oklahoma, performed toxicological testing of specimens of the pilot.

Analysis of the specimens contained no findings for carbon monoxide, cyanide, volatiles, and tested drugs.

Investigators examined the wreckage at Air Transport, Phoenix, Arizona, on April 30, 2013.

The airframe was fragmented and heavy impact and thermal related damage was noted throughout. All flight control surfaces were located and accounted for. The forward section of the fuselage and cockpit were crushed aft. A majority of the cockpit components and instrumentation were burned.

The main wing assembly sustained extensive impact related, and thermal damage. Both wings displayed leading edge aft crushing. Both flap assemblies remained attached to the wing structure. The flap handle appeared to be in the first notch. Both wings were separated from the carry thru spar as a result of impact damage and thermal exposure.

The empennage remained partially attached to the airframe, but was removed to facilitate transportation of the wreckage. All control surfaces remained attached and continuity was confirmed, via the control cables, from the aerodynamic surfaces to the point where the cables were cut to facilitate transportation and then from the recovery cut on to the cockpit controls.

The engine was separated from the main wreckage and placed on a table to facilitate the exam and partial disassembly.

The heater core cones were intact and undamaged. The exhaust/muffler assembly exhibited ductile deformation.

The propeller governor remained attached to the engine mounting pad and had impact damage. The governor was removed and the screen was free of debris. The drive coupling was intact and could be rotated by hand. The forward lower right side of the crankcase had impact damage consisting of a large crack. The forward camshaft gear and forward accessory gear were not visible but rotated. The 2-4-6 cylinder heads had minor impact damage.

The vacuum pumps had minor impact damage and when rotated discharged oil. When rotating the vacuum pump air could be heard and felt being discharged. The cylinder rocker covers and the spark plugs were removed. The number 6 upper and lower spark plugs were impacted with dirt and debris in the electrode areas, and the lower number 6 also had oil. The electrodes on number 1 bottom had worn out conditions when compared to the Champion AV-27 chart. The remaining electrodes had normal conditions when compared to the Champion AV-27 chart.

The cylinders were borescoped and the piston heads and combustion areas were undamaged. The valve heads were undamaged and had no abnormal thermal discoloration. The crankshaft was rotated from the crankshaft propeller flange and gear continuity was obtained. Cylinder compression and valve continuity was obtained from all the cylinders; the magnetos were found attached to their respective mounting points and were undamaged. The magneto drive shaft rotated by attaching a drill. Both magnetos produced spark from all six points.

The carburetor sustained a significant amount of impact damage and the internal components were exposed. The internal components had sustained impact damage; the floats were crushed, and the mixture control was bent. The throttle valve could move freely; the mixture control was jammed due to impact damage to the control cable bracket. The fuel screen was removed; there were no contaminates noted within the screen. There were no anomalies noted with the carburetor which would have precluded normal operation.

The oil sump pan had severe impact damage and was crushed and breached with longitudinal scrapes and scratches. The oil pump housing was intact with no anomalies noted. Oil was clear of any visible contamination and was clear of metallic debris. The oil screen remained within the oil screen housing, No metallic material noted within the screen.

The airframe and engine were examined with no mechanical anomalies identified that would have precluded normal operations. The Airframe & Engine Examination Report is attached to the accident docket.