# Incident 19980921042919I: Cessna 182M, Delta, UT, September 21, 1998

- Type: FAA incident report (Accident/Incident Data System), as reported
- Date: September 21, 1998, 20:58 local time
- Place: Delta, UT
- Airport: Delta Municipal Airport
- Phase of flight: Normal Cruise
- Operating rules: General operating rules (Part 91)
- Location: 39.3828° N, 112.5022° W: Placed by OpenAirDocs at DELTA MUNI (DTA), within about a mile (OpenAirDocs)
- Nearby events: https://openairdocs.org/map.md?lat=39.3828&lon=-112.5022&mi=10
- Aircraft: N92087, a cancelled registration (https://openairdocs.org/deregistered/N92087-2022-05-03) (OpenAirDocs)
- Registry model: Cessna 182M (registry code 2072728, https://openairdocs.org/model/cessna-182m) (OpenAirDocs)
- Registry engine: Continental O-470 series (registry code 17026, https://openairdocs.org/engine/continental-o-470-series) (OpenAirDocs)
- Reported make and model: CESSNA 182M
- People aboard: 1
- Fatal injuries: 0
- Pilot flight hours: 554 total, 514 in this make and model, 40 in the last 90 days
- FAA source: FAA Aviation Safety Information Portal (https://asip.faa.gov/)
- Page: https://openairdocs.org/incident/19980921042919I

## Narrative

As the FAA filed it, in capitals; the FAA replaces private details with ^PRIVACY DATA OMITTED^.

(-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.

From the FAA Accident/Incident Data System. Reports are matched to registry aircraft 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. For accidents, the NTSB's own investigation is the fuller record.

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