History of Flight
On May 15, 2016, about 0829 Pacific daylight time, a Cessna R182, registration N133BW, was destroyed when it struck mountainous terrain during cruise flight near Altadena, California. The private pilot, the sole occupant, sustained fatal injuries. The airplane was registered to San Diego Skylane LLC and operated by the pilot under 14 CFR Part 91. Instrument meteorological conditions prevailed, and an IFR flight plan was filed. The cross-country flight departed Montgomery Field, San Diego, at 0737, destined for Santa Monica Airport (SMO).
At 0810, a controller at Southern California Terminal Radar Approach Control (SCT) directed the pilot to proceed direct to the POPPR fix and descend to 4,000 ft msl. At 0817, the controller issued headings of 310°, 360°, and 030°. At 0821, the pilot was instructed to contact the SCT valley radar sector (VLYR) on 135.05. The pilot checked in, reporting level at 4,000 ft on heading 030°. The controller advised the Bob Hope Airport altimeter setting (29.92) and indicated the VOR GPS-A approach to SMO. The pilot acknowledged.
At 0824, the controller directed a left turn to 290° and descent to 3,000 ft msl. The pilot did not respond. Over the next three minutes, the controller made seven transmissions, including low-altitude alerts and requests to squawk ident. At 0827, the pilot transmitted, “SoCal Cessna three bravo whiskey still three zero three zero.” The controller instructed an immediate left turn and climb to 6,000 ft, but the pilot did not respond. Over the next five minutes, the controller made 16 further transmissions on 135.05 and 121.5, including rising terrain and low-altitude warnings.
Radar data showed the flight proceeded northwest after takeoff, paralleled the coast, then turned right toward SMO. Near SMO, the airplane turned about 90° right to a northeast heading of 030° and maintained 4,000 ft for about 19 miles until radar contact was lost.
Aircraft Information
The four-seat, high-wing, retractable-gear airplane, serial number R18200450, was manufactured in 1978. It was powered by a 235-hp Lycoming O-540-J3C5D engine and a McCauley controllable-pitch propeller. The most recent annual/100-hour inspection was November 12, 2015, at 3,602.3 tachometer hours (total airframe 8,912.3 hours, engine since major overhaul 2,095.3 hours). The airplane was equipped with an Aspen Avionics EFD 1000 Pro, Garmin GNS 530W (certified for IFR non-precision approaches, but without a terrain database card), PS Engineering PMA 7000B audio panel, King KX155 Nav/Com, and S-TEC System 55X autopilot.
Meteorological Information
At 0853, BUR reported wind calm, visibility 10 miles, overcast at 1,600 ft, temperature 16°C, dew point 12°C, altimeter 29.92. A NAM model sounding at 0800 indicated a moist environment from the surface to 5,000 ft, conducive to cloud formation. The flight was likely in IMC between 2,800 and 5,000 ft. Pilot reports noted 6,000-ft cloud tops over Pomona and Ontario near the accident time.
Wreckage and Impact
The wreckage was discovered around 1730 by a Los Angeles County Sheriff's Office air unit in steep terrain near Brown Mountain, about 2 miles north-northwest of Altadena, at an elevation of about 4,000 ft. The airplane was mostly consumed by a postimpact fire. All major structural components were accounted for. The fuselage, cabin, and instrument panel were heavily fire-damaged. Wing portions exhibited impact and thermal damage. The empennage showed similar damage. No preimpact mechanical anomalies were found. The Bendix-King secondary radio was found with the volume knob about a quarter turn from full volume; the primary Garmin radio was not located. The audio panel faceplate was displaced. A Bose headset cord was recovered with the left volume control full down (low volume) and the right control full up (full volume). The engine displayed thermal damage, corrosion, and internal continuity. The propeller blades showed torsional twisting, gouging, and tip damage consistent with impact.
Communications
FAA technical personnel reviewed logs and found no communication equipment discrepancies during the event. No change in the pilot's voice was noted on recorded transmissions.
Medical and Pathological Information
An autopsy determined the pilot's cause of death as multiple blunt traumatic injuries. Examination for natural disease was limited due to injury severity. The heart showed severe atherosclerosis with a pinpoint lumen in the left anterior descending coronary artery, and microscopy indicated fibrosis and myocyte hypertrophy. Toxicological testing identified hydrocodone, dihydrocodeine, hydromorphone, and acetaminophen in liver and urine; no blood was available. Hydrocodone is an opioid pain medication carrying a warning about impaired ability to perform hazardous activities.