History of Flight
On April 14, 2013, about 2100 Pacific daylight time, a Cessna 182D, registration N9078X, impacted mountainous terrain near Wellington, Nevada. The flight was operated by the pilot under 14 CFR Part 91 as a personal cross-country trip. It departed North Las Vegas, Nevada, around 1800, with a planned destination of Minden-Tahoe Airport (MEV) in Minden, Nevada. Visual night meteorological conditions prevailed, and no flight plan was filed.
The pilot had been in contact with Oakland Approach Control (TRACON) and was receiving VFR flight following on a discrete code of 1360. At 2047 PDT, the pilot terminated flight following at a reported altitude of 11,800 feet msl. At that time, the aircraft was 44 nautical miles southeast of MEV and 28 nautical miles southeast of the accident site. No further communications were received from the pilot.
After cancellation, radar data showed a VFR transponder code (1200) along the intended route starting at 2055 PDT, at 10,900 feet msl. The track descended steadily until 2057 PDT at 10,300 feet msl. The last radar return was 28 nm southeast of MEV and 10 nm southeast of the accident site. The accident site lay along a direct course from that point to MEV.
The pilot's family contacted the FAA on April 15 after becoming concerned; an ALNOT was issued. Search operations by the Civil Air Patrol, US Air Force, and local law enforcement began. The wreckage was located by aerial units on the morning of April 18, 2013. The aircraft had impacted mountainous terrain approximately 18 nautical miles southeast of MEV.
Personnel Information
The 30-year-old pilot held a commercial pilot certificate with ratings for airplane single-engine land, multiengine land, and instrument airplane. He also held a certified flight instructor (CFI) certificate with ratings for airplane single-engine and multiengine land. His first-class medical certificate, issued October 24, 2012, required corrective lenses. Estimated total flight time was 1,266 hours, with 52 hours logged in the previous 90 days. He completed a FAR Part 135 second-in-command check ride on October 24, 2012.
Aircraft Information
The Cessna 182 (serial number 18253478) had a total airframe time of 6,548.68 hours at its last annual inspection on September 3, 2012. The tachometer read 2,794.08 at that inspection and 2,805.30 at the accident scene. The engine was a Continental Motors O-470-L10B (serial number 069719-R) with 1,496.34 hours at the last 100-hour inspection on September 3, 2012. The aircraft was last refueled at Reno Stead Field (RNO) on April 11, 2013, with 40.37 gallons of 100LL aviation fuel.
Meteorological Information
The NWS Radar Summary Chart issued at 2020 PDT showed very light echoes over northern California and Nevada along a trough of low pressure, but no significant echoes along the route. Local radar at the time of the accident (2050 PDT) confirmed no significant weather echoes near the accident site. GOES-15 infrared imagery at 2045 PDT showed clear conditions over the last known position and accident site; however, north-to-south cloud bands consistent with altocumulus standing lenticular clouds (ACSL) were noted north of the area, indicating mountain wave activity. Water vapor imagery showed moisture channel darkening over the accident site, consistent with downdrafts associated with the mountain wave.
The TAF for Reno (RNO) forecast westerly winds at 18 knots gusting to 28 knots, visibility better than 6 miles, scattered clouds at 8,000 feet, and a broken ceiling at 20,000 feet. It warned of low-level wind shear at 2,000 feet with winds from 270 degrees at 50 knots. AIRMETs were current for moderate turbulence below 14,000 feet. No convective SIGMETs, SIGMETs, or other advisories were in effect. At accident time, the sun was more than 15 degrees below the horizon; the moon was 32 degrees above at azimuth 270 degrees, waxing crescent, 20% illuminated.
Wreckage and Impact Information
The accident site was on a southeast-facing slope of Eagle Mountain, northwest of Wellington, at 8,570 feet msl, about 200 feet below the ridge top. The aircraft impacted in a wings-level attitude traveling northwest. All major structural components were within the debris field; the airplane was destroyed by impact forces and post-impact fire. The site was on the south end of a north-south oriented mountain range with three peaks between 8,900 and 9,200 feet msl.
Medical and Pathological Information
The Washoe County Medical Examiner performed an autopsy on April 19, 2013. The cause of death was multiple blunt force injuries. Toxicological testing by the FAA Civil Aerospace Medical Institute found no carbon monoxide, cyanide, volatiles, or tested drugs.
Tests and Research
Investigators examined the wreckage at Air Transport, Phoenix, Arizona, on April 30, 2013. The airframe was fragmented with heavy impact and thermal damage. Flight control surfaces were accounted for; continuity was confirmed from aerodynamic surfaces to cockpit controls where cables were cut for recovery. The forward fuselage and cockpit were crushed aft; most cockpit components were burned.
The main wing assembly had impact and thermal damage, leading-edge aft crushing on both wings. Both flap assemblies were attached; the flap handle was in the first notch. Both wings separated from the carry-through spar due to impact and thermal exposure.
The empennage remained partially attached but was removed for transport. All control surfaces remained attached with continuity confirmed.
The engine was separated and examined. Components were intact but sustained impact damage. The propeller governor was intact and rotated freely. The crankcase had a large crack. Vacuum pumps discharged oil when rotated and produced air flow. Cylinder borescope showed undamaged piston heads and valve heads. Crankshaft rotation confirmed gear continuity. Magnetos produced spark from all points. The carburetor had impact damage but no anomalies precluding normal operation. The oil sump was crushed but oil was clear of contamination. No mechanical anomalies were identified that would have precluded normal operations.
Additional Information
The FAA Aeronautical Information Manual (AIM) chapters 5-1-2 and 7-5-6 provide guidance on night VFR flight in mountainous terrain, emphasizing altitude maintenance and avoiding overcast conditions. The FAA Airplane Flying Handbook (FAA-H-8083-3A) notes that distance estimation is deceptive at night, requiring greater reliance on flight instruments.
Probable Cause
Not determined (no probable cause stated in the source).