Accident Details
On June 13, 2025, at approximately 1030 Pacific daylight time, a Cessna 182P, registration N78720, sustained substantial damage during a forced landing near Hyampom, California. The pilot, the sole occupant, was not injured. The flight was conducted under Title 14 Code of Federal Regulations Part 91 as a personal flight.
Pilot Report
The pilot reported that he arrived over the destination, Hyampom Airport (H47), at a cruise altitude of about 8,500 ft mean sea level after delaying descent due to a temporary flight restriction (TFR). After clearing the TFR, he significantly reduced engine power, decreased airspeed, applied 10° of flaps, and began a 7,200-ft descent. During the descent, he completed the prelanding checklist: verifying the fuel selector was on both, advancing the propeller to full forward, and incrementally moving the fuel mixture to full forward. The descent was conducted at a low power setting with cowl flaps closed to avoid shock cooling. While on base leg, he advanced the throttle with no response. He then applied full throttle, ensuring the mixture and propeller levers were full forward, but did not engage carburetor heat. Unable to maintain altitude, he executed a forced landing on a gravel sand bar approximately 900 ft from the runway threshold. The landing was hard; the nosewheel and strut separated after striking large rocks, causing substantial damage to the forward fuselage. The airplane came to rest upright about 150 ft from initial touchdown.
Postaccident Examination
A postaccident examination of the airframe and engine revealed no preimpact mechanical anomalies. The fuel system was traced from each wing tank to the carburetor through the fuel selector, which rotated normally and was unobstructed. Undamaged fuel lines were secure. Recovery personnel reported about 60 gallons of fuel in the tanks. Mechanical continuity was established throughout the rotating group, valvetrain, and accessory section when the crankshaft was manually rotated. Thumb compression was achieved on all six cylinders, and valves displayed normal lift. Borescope inspection of cylinder combustion chambers showed normal piston face and valve signatures with no indications of catastrophic engine failure.
Meteorological Information
A High Resolution Rapid Refresh (HRRR) model sounding from an NTSB meteorologist for the accident time and location indicated an elevation of 7,064 ft msl, temperature 6.6°C, dew point -5.9°C, and relative humidity 40%. The icing probability chart in FAA Special Airworthiness Information Bulletin CE-09-35 indicated that the atmospheric conditions were "conducive to icing at glide [idle] power."
Checklist Guidance
The pilot stated that he did not use carburetor heat during the descent and approach. According to the "Before Landing" checklist in the accident aircraft's Pilot's Operating Handbook, full carburetor heat should be applied before the throttle is closed.