Accident Overview
On April 5, 2012, about 2015 Pacific daylight time, a Cessna T182T, N5201F, was substantially damaged following impact with terrain while maneuvering about 17 nautical miles northeast of Ludlow, California. The certified private pilot, who was the owner and sole occupant of the airplane, was fatally injured. Visual meteorological conditions prevailed for the personal cross-country flight, which was operated under 14 CFR Part 91, and no flight plan was filed. The flight departed Laughlin/Bullhead International Airport (IFP), Bullhead City, Arizona, about 1920, with its intended destination being Santa Monica Municipal Airport (SMO), Santa Monica, California.
Flight History
Federal Aviation Administration (FAA) voice recordings and radar data revealed that at 1925, about 5 minutes after takeoff, the pilot contacted air traffic control and requested flight following. The controller issued a discrete transponder code of 1030, which the pilot acknowledged. At 1927, radar contact was confirmed as the flight climbed westbound at 10,000 feet mean sea level (msl). About 1929, the airplane climbed through 12,500 feet msl, and at 1931, it leveled off at 14,800 feet msl, subsequently stabilizing at 14,600 feet msl on a westerly heading. About 1959, the pilot switched to a second controller. At 2001, the pilot advised he was level at 14,500 feet msl. About 45 seconds later, the airplane was observed descending; the pilot did not advise intentions. At 2011, the controller queried the pilot about landing at SMO; a garbled response followed. At 20:12:27, the pilot radioed, “I’m having some difficulties.” This was the last recorded transmission.
Radar data showed the airplane descended through 12,000 feet msl about 2009 on a southwesterly heading. It then made several right turns, with the last radar return at 2011:22 indicating 11,000 feet msl. The airplane subsequently impacted sparse desert terrain about 1 1/2 miles northeast of the last radar position, about 70 nm west of the departure airport. During the flight, the airplane operated above 12,500 feet msl for about 40 minutes, and above 14,000 feet msl for about 34 minutes.
Personnel Information
The pilot, age 63, held a private pilot certificate for airplane single-engine land, issued September 9, 2005. His logbook showed 727 total flight hours, 528 as pilot-in-command, 265.5 hours in the accident airplane, 260 cross-country hours, and 46.6 night hours. In the last 90, 60, and 30 days, he accumulated 18.5, 9.6, and 5.6 hours respectively, and about 3 hours in the last 24 hours. He logged 7.2 simulated instrument hours. His most recent flight review was October 8, 2011. He held a third-class FAA medical certificate issued September 15, 2010, with the limitation “must wear corrective lenses for near and distant vision.”
A family member who had flown with the pilot stated this was his first flight to IFP. On past cross-country flights when climbing to about 11,000 feet he would use oxygen, but had a habit of not keeping the oxygen unit in the cockpit and sometimes had to be reminded. Radar data indicated the pilot operated above 12,500 feet from 0228 to 0308 (UTC). There was no evidence supplemental oxygen was used. The family member described the pilot as very conscientious and noted he did not have much night flying experience.
Aircraft Information
The airplane was a Cessna T182T, serial number T18208152. Total time on engine and airframe was 1,269.1 hours at the most recent annual inspection on October 4, 2011. The engine was a Textron Lycoming TIO-540-AK1A, serial number L-11245-61A, rated at 235 horsepower at 2,400 rpm.
Meteorological Conditions
The pilot did not request or receive a formal pre-flight weather briefing. According to an NTSB Weather Study, the 2000 Surface Analysis Chart showed isobars close together near the accident site, indicating possible strong surface winds. Station models depicted west to northwest winds of 15 to 25 knots with clear skies. The meteorologist noted the dry, windy environment was conducive to low-level turbulence. Upper air charts showed strong winds: 60 knots at 10,000 feet and near 100 knots at 30,000 feet.
A Center Weather Advisory (CWA) issued at 1840, valid through 2040, forecasted moderate to severe turbulence, low-level wind shear, and updrafts below 12,000 feet msl. The Area Forecast issued at 1945 forecast clear skies and surface winds from northwest to north at 25 knots gusting to 35 knots. AIRMET TANGO was active, forecasting moderate turbulence below Flight Level 180.
Satellite imagery at 2000 feet showed wave-like features likely due to mountain wave activity between 5,000 and 15,000 feet. At 1950, the Barstow-Daggett Airport ASOS reported wind 250° at 24 knots gusting to 35 knots, visibility 10 miles, clear sky. At 2050, wind was 260° at 30 knots gusting to 36 knots. A pilot flying IFR at 14,000 feet about 20 nm ahead reported no clouds, light turbulence at best, and stiff headwinds. The moon was waxing gibbous with 98% illumination; moonrise was at 1832.
Wreckage and Impact
The wreckage site was in a remote mountainous region of the Mojave Desert, characterized by sparse vegetation and no lighted structures. Main wreckage coordinates: 34°56.765′N, 115°57.455′W, elevation 2,424 feet msl. The airplane impacted terrain in a right-wing-low, high-speed sequence. The debris path extended about 830 feet on a magnetic heading of 170°. The initial impact point exhibited fragments of green navigation light lens. Thermal damage included small brush fires, the inboard left wing/fuel cell, and a 20x20 foot area of discolored sand and rock. A large crater about 20 feet from the initial impact indicated remnants of the main fuselage.
Medical and Pathological Information
Medical records showed the pilot first applied for FAA medical certification in 1995, reporting hypertension and kidney stones. Certification was initially deferred but granted. In 2002 and in each subsequent biannual application, he denied any medical problems or medications. However, he had been taking two hypertension medications and bupropion for many years. His last third-class medical was issued September 15, 2010.
FAA toxicological testing detected bupropion and its metabolite in muscle. Ethanol was not detected. Testing for carbon monoxide and cyanide was not performed.
Tests and Research
The airframe and engine were examined by the NTSB, Cessna, and Lycoming representatives. The airframe was heavily fragmented; control cable continuity was not established. The left and right outboard wings were separated. The empennage was partially separated. The fuel selector valve was in the BOTH position. Oxygen ports in the cabin had no oxygen lines plugged in; locking pins appeared normal. Two cannula oxygen masks with hoses were recovered, along with an oxygen hose fragment and a high-altitude oxygen fitting. The altimeter and vertical speed indicator faces had no identifiable needle marks. All seats were separated from the structure.
The engine was partially fragmented; crankshaft rotation could not be accomplished. Visual examination and partial disassembly showed no pre-impact catastrophic mechanical malfunction. No evidence of lubrication deprivation or contamination. Combustion chambers and spark plugs displayed normal operation signatures. The propeller hub was fragmented; blade deformation was consistent with rotational energy absorption at impact. No evidence of pre-impact mechanical malfunctions was found in the engine or airframe.