CEN25FA047

The purpose of the Civil Air Patrol (CAP) flight was to conduct training and aerial photography for emergency response planning. According to ADS-B data for the flight, the airplane departed and flew to the area to be photographed. The airplane then made several north-to-south and east-to-west orbits over the area before turning east toward the departure airport. The airplane then turned to the north, made a left turn to the south followed almost immediately by a right turn to the northwest. The airplane’s flight track ended shortly after. The mission observer on board the airplane reported that, after the photography mission was completed, the pilot maneuvered the airplane over trees about 1,500 above ground level (agl) and heading toward higher terrain. The observer then heard the pilot say, “Oh [expletive].” The pilot lowered the airplane’s nose and started to turn the airplane. The observer stated that the airplane seemed to drop and that it probably encountered a downdraft. He heard the airplane hitting trees, and the next thing that he remembered was being on the ground. A CAP flight that landed after the accident airplane had taken off reported having experienced mountain wave turbulence in the same area that the accident airplane had been operating. The flight did not communicate this to the accident flight, and the CAP had not relayed this information to the accident airplane’s pilot.

On November 23, 2024, about 1115 mountain daylight time, a Cessna 182T airplane, N434CP, was destroyed when it was involved in an accident near Drake, Colorado. The flight crew consisted of the pilot, a mission observer, and a photographer. The pilot and photographer sustained fatal injuries, and the mission observer sustained serious injuries. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 federal public use training flight. The CAP conducted the flight to perform aerial photography of the area for use by the Red Cross for emergency response planning. The flight originated from the Northern Colorado Regional Airport (FNL), Loveland, Colorado, about 0930. The pilot was seated in the front left seat, the pilot-certificated mission observer (survivor) was seated in the right front seat, and the pilot-certificated photographer was seated in the right rear seat. According to ADS-B data for the flight, the airplane departed FNL and flew to the area to be photographed. The airplane then made several north-to-south and east-to-west orbits over the area before turning east toward FNL. The airplane then turned to the north, made a left turn to the south followed almost immediately by a right turn to the northwest. The airplane’s flight track ended shortly after. Figure 1. Screenshot of the ADS-B flight track with inset showing altitude and airspeed. (Source: FlightAware). The mission observer stated that the photography mission consisted of flying large circles over mountain roads and a valley. After completing the photography mission, the pilot flew the airplane to the south of the mission area. The observer stated that he thought that the pilot was returning to the FNL base. He stated that the pilot maneuvered the airplane over trees about 1,500 agl and heading toward higher terrain (a ridgeline). Within seconds, he heard the pilot say, “Oh [expletive].” The pilot lowered the airplane’s nose and started to turn. He stated that the airplane seemed to drop and that it probably encountered a downdraft. He heard the airplane hitting trees, and the next thing that he remembered was being on the ground. He tried to help the pilot and photographer and was worried about a fire. He said that the entire sequence happened within seconds. Because of the impact, his cell phone called 911 automatically and connected him to a dispatcher. He was rescued by helicopter, and he stated that the rescue helicopter’s flight nurse made a comment that the winds were swirling during the rescue. The mission observer stated that the airplane and engine were operating normally throughout the entire flight, and that there were normal communications between the pilot, mission observer, and CAP base. There were no radio or distress calls heard from the pilot. The Larimer County, Colorado, Coroner’s Office performed the pilot’s autopsy. According to the pilot’s autopsy report, her cause of death was multiple blunt force injuries, and her manner of deathwas an accident. Toxicology testing performed on the pilot’s specimens at the FAA Forensic Sciences Laboratory detected Fluconazole in blood and liver. Fluconazole is an antifungal medication used to treat fungus infections and is acceptable for use by pilots. A High-Resolution Rapid Refresh model sounding for near the accident site at 1100 identified moderate turbulence between 12,000 and 13,000 ft mean sea level (msl). Within this layer, the wind remained consistent with directions from the southwest at speeds between 10 and 16 kts. Seven longline-disseminated pilot reports (PIREPs) were reported between 0900 and 1300 below flight level 200 and within 35 miles of the accident site, mostly from transport category airplanes reporting moderate turbulence. There were no Convective Significant Meteorological Information (SIGMET) advisories active for the area of the accident flight. The accident site was located on a steep slope in rough mountainous terrain, and the wreckage was about 75 ft downslope from a ridgeline. All sections of the airplane were found within the accident area. The fuselage had severe impact damage to the cabin and the engine compartments. The fuselage was lying upslope and was upright. Portions of the left and right wings were lying on the ground, adjacent to the cabin section of the fuselage. A portion of the right outboard wing was found wrapped around a tree, about 35 ft up and about 50 ft up-slope of the main wreckage. Tree branches in the accident area were found cut, consistent with contact with propeller blades. All three propeller blades had damage to their respective leading edges. Figure 2. Accident site. Due to the steep, rough terrain, onsite examinations were limited, and the wreckage was recovered to a secure facility for further detailed examinations of the airframe, flight controls, and engine. A followup examination of the wreckage confirmed flight control continuity. An examination of the airplane’s engine revealed no preaccident anomaly that would have precluded normal operation.