History of Flight
On July 8, 2009, about 1630 Pacific daylight time, a Cessna 182P, N7314S, sustained substantial damage following impact with terrain while maneuvering at low altitude near Mammoth Lakes, California. The certificated private pilot and his sole passenger were killed. Visual meteorological conditions prevailed for the personal cross-country flight, which was operated under 14 CFR Part 91; no flight plan was filed. The flight departed Mammoth Lakes Airport (MMH) about 1615, destined for Fresno Yosemite International Airport (FAT), Fresno, California.
The airplane had been purchased the day prior by a new owner, who enlisted the accident pilot to fly it to its home base in Dallesport, Oregon. The pilot had inspected the airplane for the buyer and subsequently flew it to Phoenix, Arizona. On the accident day, the pilot and passenger departed for MMH with an overnight stop planned at FAT. The pilot informed the owner of a planned side trip up the coast.
At MMH, after refueling, the pilot asked a customer service manager about winds. She played the AWOS weather for him. After obtaining wind information, the pilot said, "We'll wait it out for a couple of minutes." The manager observed the airplane take off on runway 27 and noted it departed straight out without circling to gain altitude, and it was not climbing quickly.
A second airport employee reported that the pilot was concerned about crosswind conditions. The pilot commented that winds "come and go" and said he would taxi out and wait for a lull. The pilot also mentioned wanting to look at a mountain range on the way over the Sierras.
Two witnesses near the accident site saw the airplane. One observed it coming up a draw into the lake area, making a left turn at low altitude and impacting trees. The other heard a loud engine, saw a red and white airplane just above tree tops approaching from the southwest, then a sharp left bank, followed by two "whap" sounds and a faint thump as it disappeared below the tree line.
Personnel Information
The pilot, aged 52, held a private pilot certificate with airplane single-engine land rating issued February 27, 1978, and an aircraft mechanic's certificate for airframe and powerplant issued April 19, 1979. He possessed a third-class medical certificate issued April 12, 2008, with the limitation "airman must carry glasses for near vision."
Review of the pilot's logbook revealed total flight time of 1,042.7 hours, with 125.4 hours in make and model, 7 hours in the preceding 90 days, and 3 hours in the last 30 days. His most recent biennial flight review was conducted on April 28, 2008.
Aircraft Information
The airplane was a 1976 Cessna 182P, serial number 18265106. Total airframe time at the most recent annual inspection on January 13, 2009, was 6,187.9 hours. The engine was a Teledyne Continental Motors O-470-S, serial number 269114-R, with total time since major overhaul of 1,209.6 hours and 3,399 hours total.
Meteorological Information
At 1630, the automated weather station at KMMH (7 nm east of the accident site) reported wind 240 degrees at 14 knots gusting to 26 knots, visibility 10 miles, sky clear, temperature 24°C, dew point 8°C, altimeter 30.10 inches of mercury. Density altitude at the accident site was calculated to be about 11,300 feet.
Wreckage and Impact Information
The accident site was in a meadow surrounded by 100-foot tall fir trees, about 7 nm west-southwest of MMH at elevation 8,575 feet msl. Steep mountainous terrain (10,000-11,000 feet msl) bordered all quadrants. The debris path was oriented on a magnetic heading of about 060 degrees. Initial impact was evidenced by multiple tree strikes about 1,000 feet west of the main wreckage.
Engine examination showed it remained attached to the airframe. Rotating the crankshaft established accessory gear and valve train continuity, and compression was present on all cylinders. Both magnetos produced spark. The carburetor was undamaged; no fuel was observed in the bowl when disassembled, and the inlet screen was debris-free. The propeller remained attached; blade A was loose at the hub, bent aft mid-section with multidirectional scratches, and blade B had scratches and scuffing.
The main wreckage comprised heavily fragmented fuselage, wings, and engine, coming to rest on its left side. The empennage separated from the tailcone and was about 100 feet west. Control cable continuity was confirmed for all primary and secondary controls. The flap actuator extension indicated about 15 degrees of flaps. Both wings separated at the wing root area. The fuel selector was in the right tank position; both tanks were breached, and residual fuel was found in the firewall fuel strainer bowl.
No evidence of preimpact mechanical malfunctions or failures was found in either the airframe or engine.
Medical and Pathological Information
An autopsy performed on the pilot on July 10, 2009, determined the cause of death as "Multiple traumatic injuries." Forensic toxicology detected no ethanol, carbon monoxide, cyanide, or listed drugs (including drugs of abuse).