# Accident 20100103025709A: Cessna 182P, Fallbrook, CA, January 3, 2010 - Type: FAA accident report (Accident/Incident Data System), as reported - Date: January 3, 2010, 11:15 local time - Place: Fallbrook, CA - Airport: Fallbrook - Damage: Destroyed - Phase of flight: Landing: Approach - Operating rules: General operating rules (Part 91) - Location: 33.3542° N, 117.2508° W: From the FAA - Nearby events: https://openairdocs.org/map.md?lat=33.3542&lon=-117.2508&mi=10 - Aircraft: N7417N, a cancelled registration (https://openairdocs.org/deregistered/N7417N-2013-05-22) (OpenAirDocs) - Registry model: Cessna 182P (registry code 2075816, https://openairdocs.org/model/cessna-182p) (OpenAirDocs) - Registry engine: Continental O-470 series (registry code 17026, https://openairdocs.org/engine/continental-o-470-series) (OpenAirDocs) - Reported make and model: CESSNA 182P - Reported engine: CONT MOTOR O-470 SERIES - People aboard: 1 - Fatal injuries: 0 - Other injuries: 0 - Pilot certificates: Private pilot - Pilot flight hours: 196 total, 68 in this make and model, 15 in the last 90 days - NTSB investigation: [NTSB WPR10CA095](https://openairdocs.org/ntsb/WPR10CA095) (OpenAirDocs) - FAA source: FAA Aviation Safety Information Portal (https://asip.faa.gov/) - Page: https://openairdocs.org/incident/20100103025709A ## Narrative As the FAA filed it, in capitals; the FAA replaces private details with ^PRIVACY DATA OMITTED^. ON JANUARY 3, 2010 AT APPROXIMATELY 11:00 A.M. PACIFIC STANDARD TIME, PRIVATE PILOT MICHAEL FUQUA WAS FLYING N7417N, A CESSNA 182P FROM PALOMAR AIRPORT (KCRQ) IN CARLSBAD, CALIFORNIA, TO FALLBROOK AIRPORT (L18) ALSO IN CALIFORNIA. THE WEATHER IN THE AREA OF THE FLIGHT WAS IN VFR CONDITIONS AND WAS REPORTED TO BE CLEAR WITH WINDS LIGHT AND VARIABLE AND TEMPERATURES IN THE MID 60'S FAHRENHEIT. THIS WAS THE FIRST TIME THE PILOT HAD ATTEMPTED A LANDING AT FALLBROOK. THIS AIRPORT HAS A 2160 FOOT RUNWAY SITUATED ON TOP OF A HILL. THE TERRAIN IN THE LOCAL AREA IS MADE UP OF ROLLING HILLS AND IRREGULAR LANDSCAPE. HE ATTEMPTED TO CHECK THE AIRPORT WEATHER CONDITIONS ON THE CTAF FREQUENCY BUT WAS UNABLE TO RECEIVE ANY RECORDING. AT APPROXIMATELY 11:15 A.M., HE SET UP A NORMAL DOWNWIND ENTRY WITH A LEFT TRAFFIC PATTERN TO RUNWAY 18. HE CHECKED THE WINDSOCK AND SAW NO WIND INDICATED. MR. FUQUA COMMENCED A DESCENT AND CONFIGURED THE AIRCRAFT WITH FULL FLAPS FOR HIS LANDING BUT REMAINED TOO HIGH AND TOO FAST DURING THE APPROACH. HIS LANDING WAS BEYOND THE MID POINT OF THE RUNWAY AND HE BALLOONED SOME IN THE FLARE. AFTER TOUCHDOWN, HE APPLIED MAXIMUM BRAKING AND SKIDDED OVER 600 FEET OFF THE END OF THE RUNWAY AND DOWN THE HILL THAT EXTENDED OFF THE RUNWAYS END. AS THE AIRCRAFT WAS NEARING A STOP AT THE BOTTOM OF THE HILL, THE NOSE WHEEL DUG INTO THE SOFT DIRT CAUSING THE AIRCRAFT TO FLIP OVER ONTO ITS BACK AND COME TO REST. THE PILOT WAS ABLE TO FREE HIS SEATBELT AND EXIT OUT THE PASSENGER SIDE OF THE AIRCRAFT. THERE WAS NO FIRE AND NO DAMAGE TO THE AIRPORT PROPERTY OR SURROUNDING AREA. THE NOSE WHEEL BROKE OFF AND THE AIRCRAFT RECEIVED SUBSTANTIAL DAMAGE. THERE WAS SIGNIFICANT DAMAGE TO THE WING AND WING SPAR, FUSELAGE, TAIL, PROPELLER AND NOSE SECTION. A FLIGHT INSTRUCTOR WHO WAS GOING TO FLY A DUAL INSTRUCTIONAL FLIGHT WITH MR. FUQUA WAS WAITING AT THE AIRPORT AND WITNESSED THE ACCIDENT. THE PLAN WAS TO JOIN UP WITH MR. FUQUA AND PROVIDE FLIGHT TRAINING WITH A TRIP TO BIG BEAR, CALIFORNIA FOR HIGH ALTITUDE AIRPORT FAMILIARIZATION. HE REPORTS THE APPROACH PATH WAS TOO HIGH AND THE APPROACH SPEED APPEARED TO BE ABOUT 10 TO 15 MPH TOO FAST. THE TOUCHDOWN APPEARED TO BE ABOUT 2/3 OF THE WAY DOWN THE RUNWAY. HE SAW THE AIRCRAFT SKID OFF THE END AND GO DOWN THE EMBANKMENT. HE INDICATED THAT WINDS FOR THE MOST PART WERE CALM BUT THERE WAS OCCASIONAL LOW SPEED SOFT DRAFTS THAT WOULD HAVE FAVORED USING RUNWAY 36. I HAVE DETERMINED THAT THIS SLIGHT INTERMITTENT TAILWIND WAS NOT SIGNIFICANT TO THE CAUSE OF THIS ACCIDENT.AN INTERVIEW WITH THE PILOT FOCUSED ON HIS POOR SHORT FIELD LANDING TECHNIQUE AND HIS FAILURE TO MAKE A DECISION TO GO AROUND WHEN IT BECAME APPARENT THAT HIS TOUCHDOWN POINT WAS BEYOND THE NORMAL TOUCHDOWN ZONE OF THE LANDING RUNWAY. I ASKED HIM TO GIVE ME THE GO AROUND PROCEDURE FOR HIS AIRCRAFT AND HE WAS ABLE TO RECITE THE PROPER SEQUENCE OF POWER APPLICATION AND CONTROL IMPUTES AND FLAP CONFIGURATION CHANGES. WHEN PRESSED FOR AN ANSWER AS TO WHY HE DID NOT GO AROUND, NO CLEAR REASON WAS GIVEN. SOME OTHER ITEMS THAT WERE DISCUSSED INCLUDED THE IDEA THAT A FEW LOW APPROACHES TO AN UN FAMILIAR RUNWAY COULD HAVE BETTER PREPARED HIM FOR THE VISUAL REFERENCES NECESSARY TO MAKE A MORE NORMAL LANDING ATTEMPT. ALSO DISCUSSED, WAS THE NEED FOR A STABILIZED CONFIGURATION AND PROPER AIRSPEED CONTROL. HE SHARED WITH ME THAT HE WAS FOCUSED TOO MUCH ON THE UPCOMING FLIGHT TO BIG BEAR, CALIFORNIA AND THE MOUNTAIN TRAINING HE WAS ANTICIPATING. HE RELATES THAT IN HIND SIGHT HE DID NOT GIVE ADEQUATE CONSIDERATION TO THE ISSUES INVOLVED WITH AN UN FAMILIAR AIRPORT THAT HAS A SHORT RUNWAY. ## The NTSB's investigation of this event (1) From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. - [NTSB WPR10CA095](https://openairdocs.org/ntsb/WPR10CA095), Jan 3, 2010: Cessna 182P (N7417N), Fallbrook, CA, substantial damage. Probable cause: The pilot's misjudged altitude and airspeed that resulted in his failure to attain the proper touchdown point. 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. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.