History of Flight
On November 20, 2009, at 1246 Pacific standard time, a Cessna 182K, registration N2650R, crashed about 1.5 miles east of Susanville Municipal Airport in Susanville, California, shortly after departure. The private pilot operated the airplane under Part 91. The pilot was killed, and the airplane was substantially damaged and consumed by a post-impact fire. Instrument meteorological conditions prevailed, and an instrument flight rules (IFR) flight plan had been filed. The flight originated at the Susanville airport about 1245.
A Federal Aviation Administration inspector reported that the pilot filed an IFR flight plan from Susanville to Lodi, California, with a void time of 1250. The airport manager reported winds gusting up to 15 knots and 1 inch of snow on the ground at 1245. The inspector stated the pilot never contacted air traffic control or activated the flight plan.
A witness working in his shop about 1/4 mile from the crash site reported heavy snow and limited visibility. He heard an airplane circling his shop, making about five passes, with power changes, then full power followed by a 'whump' that shook his windows. He saw a fire to the west and knew the airplane had crashed.
Another witness about 1/2 mile north of the site heard an airplane circling but could not see it due to heavy snow. He heard power setting changes and the airplane circled his residence at least three times. Then silence, and he saw a fireball and heard an explosion.
The pilot was based at Susanville and was very familiar with the local airspace. The pilot's girlfriend stated he would always make a left turn after takeoff, regardless of runway, and circle over the airport to gain altitude. Another pilot reported the accident pilot used his own departure procedure of circling over the airport until reaching desired altitude, instead of published procedures, in both good and poor weather.
Personnel Information
The 61-year-old pilot held a private pilot certificate with single-engine land and instrument airplane ratings, issued January 12, 2007, and a third-class medical certificate issued February 8, 2008, with the restriction of glasses for near vision. His logbook was not recovered. On his medical application, he reported 1,200 flight hours, with 125 hours in the previous 6 months.
He normally spent weekdays in Susanville and flew to Lodi for weekends. His girlfriend in Lodi, expecting him Friday afternoon, had three phone conversations with him the morning of the accident. She said he was upbeat but told her he considered leaving earlier due to an anticipated storm. In their third call at 1140, he said he was parking at the airport and would be in the air within 10-15 minutes. He sounded distracted and edgy.
Aircraft Information
The four-seat, high-wing, fixed-gear airplane, serial number 18258350, was manufactured in 1967. It was powered by a Teledyne Continental Motor TSIO-520-MCC, de-rated to a P. Ponk O-470-50, 235-hp engine, with a three-bladed McCauley constant-speed propeller. An annual inspection was completed June 25, 2009, at tachometer 3,378.0 hours, airframe total time 3,727.5 hours, and engine time since major overhaul 850.1 hours. An altimeter and static system test was performed May 20, 2009. The airplane was equipped with a Garmin 400W GPS/WAAS system, an S-Tec autopilot, and an electrically driven standby vacuum pump. It had no airframe ice protection system.
Meteorological Information
The Susanville Airport AWOS recorded observations every 5 minutes. At 1240: wind 140 degrees at 11 gusting 15 knots, visibility 1/4 mile, temperature 1°C, overcast 200 feet. At 1245: wind 140 at 6G15, visibility 1/2 mile, overcast 200 feet. Conditions persisted with slight variations through 1310.
Communications
At 1225, the pilot filed an IFR flight plan with Lockheed Martin flight service in Oakland, requesting an Amedee departure. The briefer provided an airmet for turbulence, icing, and mountain obscuration due to a cold front. Moderate turbulence below 18,000 feet, freezing level up to 20,000 feet, and mountain obscuration were forecast. Light snow was reported at Blue Canyon. The pilot commented, "alright, not pretty," and proceeded to file the plan.
At 1239, the pilot received IFR clearance from Oakland Center via Prescott flight service: cleared to Amedee VOR-DME via the Amedee One Departure, climb to 14,000 feet, squawk 4553, contact Oakland Center on 128.8 upon departure, clearance void if not off by 1250. Oakland ARTCC records show the pilot never checked in.
Aids to Navigation
The Amedee One Departure from runway 11 requires climbing on a heading of 112 degrees to intercept the Amedee VOR 267 radial inbound. Published takeoff minimums for runway 11 are standard with a minimum climb of 410 feet per nautical mile to 6,000 feet or a 1,900-foot ceiling and 2.5 miles visibility in visual conditions. Under Part 91, there are no takeoff minimum visibility requirements.
Wreckage and Impact Information
The wreckage was found 1.5 miles northeast of the airport in a flat grass pasture. It was mostly consumed by fire. A sheriff's deputy reported no evidence of sliding; the airplane appeared to have impacted vertically or nearly so. Examination at Faeth Aircraft Parts on February 4, 2010, revealed severe thermal and crush damage. Both wings had leading edge crushing along their entire length, with accordion-style skin crushing. The propeller hub was crushed, and all three blades had separated; the blades showed leading edge polishing, chordwise scratches, and slightly bent tips. Top spark plugs were clean with gray electrodes, indicating normal operation. Borescope inspection showed no internal damage. The crankshaft could not be rotated. The magnetos were destroyed by fire. The carburetor had partially separated; the throttle valve was open, and the floats were consumed by fire.
Medical Information
An autopsy on November 23, 2009, by the Washoe County Medical Examiner found multiple fractures and lacerations; cause of death was multiple blunt force injuries. Forensic toxicology by the FAA Forensic Toxicology Research Team found no ethanol detected in muscle or liver. Diltiazem was detected in the liver and blood, and pseudoephedrine in the liver. Greater than 6.4% hemoglobin A1C was detected in blood. The pilot's girlfriend stated he took medications for gastrointestinal issues, high blood pressure, diabetes, and a thyroid disorder.
Additional Information
The Airplane Flying Handbook discusses flight in icing conditions, including hazards, types of icing, effects on control and performance, and the need for preflight planning to avoid ice and frost. It notes that antennas may accumulate ice rapidly and that ice on wings can cause stall at a lower angle of attack, potentially before stall warning activation.