Accident Sequence
On the morning of March 2, 2022, a Cessna 182D (registration N8814X) operated as a Part 91 aerial survey flight departed Jacqueline Cochran Regional Airport in Palm Springs, California. The commercial pilot, the sole occupant, reported a normal preflight and runup before departure with 55 gallons of fuel. After a straight-out departure from runway 12, the pilot leveled off at 600 feet above ground level, reduced power to 20 inches manifold pressure and 2,300 rpm, leaned the mixture to a fuel flow of 10.5 gallons per hour, and switched the fuel selector to the right tank about four miles into the flight.
While proceeding on a heading of 090° at 600 ft agl, the engine experienced a partial loss of power, which the pilot estimated as about 60% of normal power. As the airplane descended, the pilot initiated a right turn back toward the airport and began troubleshooting. He applied full rich mixture, set maximum rpm, turned on carburetor heat, and performed a magneto check. Subsequently, a total loss of power occurred, and the pilot executed a forced landing.
During the landing flare, the pilot added three notches of flaps. The tailwheel-equipped airplane touched down in a three-point attitude on a dry, freshly plowed farm field. About 200 feet into the landing roll, the tail began to rise, and the airplane nosed over.
Postaccident Examination
The quantity of fuel in the tanks could not be determined because the airplane came to rest inverted. A postaccident examination of the airframe and engine found no evidence of mechanical malfunctions or failures that would have precluded normal operation. The gascolator contained 100LL aviation fuel, and the propeller rotated freely by hand. An engine test run was completed with no anomalies: the engine started, idled, and operated up to 2,672 rpm at full power. The fuel selector was removed and examined from handle to valve, revealing no anomalies, binding, or restrictions. Accident site photographs showed the fuel selector handle in or near the right fuel tank position. The pilot provided multiple written statements, none of which indicated he manipulated the fuel selector after the partial loss of power occurred.
Weather Conditions
The nearest weather reporting station was at the departure airport, about 10 miles northwest of the accident site. About 21 minutes before the accident, recorded conditions included a temperature of 61°F and a dew point of 28°F. The FAA Carburetor Ice Probability Chart indicated a probability of carburetor icing at glide and cruise power with a relative humidity of about 30%. About 39 minutes after the accident, the temperature was 66°F and the dew point was 45°F, corresponding to a probability of serious icing at glide power with a relative humidity of about 50%.