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19980921042919I

Incident
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FAA incident report · Cessna 182M · Delta, UT · September 21, 1998

FAA Aviation Safety Information Portal

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Date
September 21, 1998 · 20:58 local
Place
Delta, UT
Airport
Delta Municipal Airport
Phase of flight
Normal Cruise
Operating rules
General operating rules (Part 91)
Aircraft
N92087
Reported as
Cessna 182M
People aboard
1
Fatal injuries
0
Pilot’s flight hours
554 total514 in this make and model40 in the last 90 days
N92087Registration cancelled May 3, 2022 · Cessna 182MS/N 18260037 · Built 1969Airframe modelCessna 182MEngine modelContinental O-470 seriesReciprocating

From the FAA’s Accident/Incident Data System (AIDS), through its Aviation Safety Information Portal, as reported. The NTSB investigates accidents separately, and its record of an accident is the fuller one. The aircraft is matched to the registry by N-number and event date, checked against the reported make and model; the registry’s history has gaps, so older matches can be wrong. Compare the reported make and model.

What happened

The FAA’s narrative, in sentence case. The FAA writes it in capitals and removes private details.

(-5) On September 21, 1998, christopher millsap piloted a N92087, a Cessna 182M from salt lake city #2 airport (U42) with the intention of flying to st. george, Utah (sgu). Mr. Millsap received a weather briefing from cedar city flight service station and was flying VFR. At an altitude of 14,500 feet, approximately 24 miles southwest of Delta, Utah, Mr. Millsap flew into clouds and noticed rain and snow. Shortly after flying into the clouds, around 2058 MDT, the instrument lights went out. Mr. Millsap found a flashlight and noticed the aircraft was dropping at a rate of 2,000 feet a minute, in a severe bank, and starting to invert. At 8,500 feet the aircraft was brought to a wings level condition, yet it was still dropping at a rate of 500 feet per minute with full power applied. Mr. Millsap called ATC, advised them of his condition and declared an emergency. At approximately 8.500 feet the ice started clearing from the surfaces and eventually the aircraft climbed to 9,000 feet. ATC directed the aircraft to Delta, Utah (dta). Mr. Millsap used both atc's directions and his GPS navigation and located Delta. On approach, Mr. Millsap reached down and felt that the instrument panel lights circuit breaker had "popped". He reset the circuit breaker and the instrument lights functioned normally. After an uneventful landing, and while waiting for a ride to the motel, Mr. Millsap noticed that the cabin light plastic cover had standing water in it, it should be noted that earlier in the day there had been severe rain showers at the salt lake city #2 airport. Both Mr. Millsap and his instrument instructor, trent harris, agree that counseling is in order.

As the FAA filed it

(-5) ON SEPTEMBER 21, 1998, CHRISTOPHER MILLSAP PILOTED A N92087, A CESSNA 182M FROM SALT LAKE CITY #2 AIRPORT (U42) WITH THE INTENTION OF FLYING TO ST. GEORGE, UTAH (SGU). MR. MILLSAP RECEIVED A WEATHER BRIEFING FROM CEDAR CITY FLIGHT SERVICE STATION AND WAS FLYING VFR. AT AN ALTITUDE OF 14,500 FEET, APPROXIMATELY 24 MILES SOUTHWEST OF DELTA, UTAH, MR. MILLSAP FLEW INTO CLOUDS AND NOTICED RAIN AND SNOW. SHORTLY AFTER FLYING INTO THE CLOUDS, AROUND 2058 MDT, THE INSTRUMENT LIGHTS WENT OUT. MR. MILLSAP FOUND A FLASHLIGHT AND NOTICED THE AIRCRAFT WAS DROPPING AT A RATE OF 2,000 FEET A MINUTE, IN A SEVERE BANK, AND STARTING TO INVERT. AT 8,500 FEET THE AIRCRAFT WAS BROUGHT TO A WINGS LEVEL CONDITION, YET IT WAS STILL DROPPING AT A RATE OF 500 FEET PER MINUTE WITH FULL POWER APPLIED. MR. MILLSAP CALLED ATC, ADVISED THEM OF HIS CONDITION AND DECLARED AN EMERGENCY. AT APPROXIMATELY 8.500 FEET THE ICE STARTED CLEARING FROM THE SURFACES AND EVENTUALLY THE AIRCRAFT CLIMBED TO 9,000 FEET. ATC DIRECTED THE AIRCRAFT TO DELTA, UTAH (DTA). MR. MILLSAP USED BOTH ATC'S DIRECTIONS AND HIS GPS NAVIGATION AND LOCATED DELTA. ON APPROACH, MR. MILLSAP REACHED DOWN AND FELT THAT THE INSTRUMENT PANEL LIGHTS CIRCUIT BREAKER HAD "POPPED". HE RESET THE CIRCUIT BREAKER AND THE INSTRUMENT LIGHTS FUNCTIONED NORMALLY. AFTER AN UNEVENTFUL LANDING, AND WHILE WAITING FOR A RIDE TO THE MOTEL, MR. MILLSAP NOTICED THAT THE CABIN LIGHT PLASTIC COVER HAD STANDING WATER IN IT, IT SHOULD BE NOTED THAT EARLIER IN THE DAY THERE HAD BEEN SEVERE RAIN SHOWERS AT THE SALT LAKE CITY #2 AIRPORT. BOTH MR. MILLSAP AND HIS INSTRUMENT INSTRUCTOR, TRENT HARRIS, AGREE THAT COUNSELING IS IN ORDER.