# NTSB LAX06LA242: Cessna 182P, N9886M, Hemet, CA, July 23, 2006 - Type: NTSB accident investigation - Classification: Accident · No injuries · Limited investigation · Final report - Date: July 23, 2006, 10:00 local (17:00 UTC) - Place: Hemet, CA - Coordinates: 33.799999, -117.066665 - Nearby events: https://openairdocs.org/map.md?lat=33.8000&lon=-117.0667&mi=10 - Phase of flight: [Enroute](https://openairdocs.org/ntsb-phases/400) (OpenAirDocs' grouping) - Highest injury: No injuries - Injuries: 2 uninjured - Status: Completed, report April 25, 2007 - Report: Approved by Office Director - Parties: Federal Aviation Administration - NTSB case key (mKey): 64174 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=LAX06LA242 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/64174/pdf - Page: https://openairdocs.org/ntsb/LAX06LA242 ## Probable cause the shaking and backfiring of the engine for undetermined reasons. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Airframe/component/system failure/malfunction, cruise - engine assembly - vibration (cause) - reason for occurrence undetermined (cause) - Forced landing, emergency descent/landing - precautionary landing - performed, pilot in command - Nose gear collapsed, emergency descent/landing - terrain condition - soft - landing gear,nose gear - collapsed ## Analysis The airplane's nose landing gear collapsed and the right wing impacted terrain during a precautionary landing on a dirt strip. The pilot said that as the flight neared its intended destination, the airplane's engine began to shake violently and backfire. The pilot reduced power to lessen the effects of the shaking and backfiring. He confirmed that the fuel selector, magnetos, and engine controls were properly set and set up for an off airport landing on a dirt strip. During the landing roll, the airplane drifted off the dirt strip due to a crosswind. The nose landing gear dug into the soft dirt adjacent to the field and collapsed. A post accident test run of the engine and examination of the carburetor revealed no anomalies that would have resulted in the reported engine shake and backfire. Review of a carburetor icing probability chart showed that with the temperature and dew point that existed at the time of the accident, a chance of light carburetor icing probability existed at cruise or descent power. ## Factual narrative On July 23, 2006, about 1000 Pacific daylight time, a Cessna 182P airplane, N9886M, sustained substantial damage during a precautionary landing on a dirt strip near Hemet, California. The private pilot and the passenger were uninjured. The pilot operated the airplane under the provisions of 14 CFR Part 91 as a personal flight. Visual meteorological conditions prevailed and a flight plan was not filed for the flight that departed Upland, California, at 0930. The flight was destined for the Hemet-Ryan Airport (HMT), Hemet. According to the written statement provided by the pilot, he departed Upland and headed to Hemet. As the flight neared the Hemet area at 2,500 feet, the pilot started "feeling a couple of violent shakes of the engine, then backfiring." He decreased the power to 15 inches of manifold pressure to reduce the shaking and backfiring and then checked the fuel selector and ensured it was selected to both fuel tanks. Additionally, he verified that the magnetos were both selected, and that the propeller and mixture controls were full forward. The pilot kept the engine power set at 15 inches of manifold pressure and looked for a suitable landing site. The pilot noted a dirt strip next to a highway and began his descent. He touched down with both main landing gear and kept the nose wheel up and applied left rudder to offset the crosswind, until both the elevator and rudder lost control authority. With the crosswind, the airplane was blown off of the strip into soft plowed dirt. The nose landing gear dug into the dirt and collapsed. The right wing impacted the ground during the event resulting in substantial structural damage to the right wing and fuselage. According to the Pilot/Operator Aircraft Accident Report (NTSB Form 6120.1/2), the airplane underwent its last annual inspection on June 23, 2006, at an aircraft total time of 6,817.5 hours. The airplane accumulated 27 hours since that inspection. The airplane was transported by Aircraftsman to their facility in Chino, California. According to the personnel at Aircraftsman, and to the Federal Aviation Administration (FAA) inspector who examined the airplane following the event, the engine, mounted on the accident airplane, was test run. The Continental O-470-S engine produced full power and no anomalies were noted. The magnetos were tested with normal drops of 75 rpm per magneto noted. Following the engine test run, the FAA inspector oversaw the teardown examination of the carburetor. The floats were properly set and the bowl and inlet screen were clear and free from debris. No anomalies were noted that would have resulted in the backfiring and engine shakes. The weather observation facility located at the Riverside Airport, approximately 11 miles northwest of the accident site, reported the following conditions at 0955: wind from 280 degrees at 11 knots; visibility 35 statute miles; a few clouds at 8,000 feet, broken clouds at 13,000 feet and 18,000 feet; temperature 36 degrees Celsius; dew point 17 degrees Celsius; and an altimeter setting of 29.86 inches of Mercury. Review of a carburetor icing probability chart with the temperature and dew point noted above revealed that a chance of light carburetor icing probability existed at cruise or descent power. ## Aircraft - Registration: [N9886M](https://openairdocs.org/aircraft/N9886M), registered now, S/N 18264784 (OpenAirDocs) - Reported make and model: Cessna 182P - Registry model: [Cessna 182P](https://openairdocs.org/model/cessna-182p) (registry code 2075816) (OpenAirDocs) - Registry engine: [Continental O-470 series](https://openairdocs.org/engine/continental-o-470-series) (registry code 17026, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 18264784 - Airframe hours: 6817.5 - Engines: Continental O-470-S 230 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Airworthiness certificate: Standard, Normal - Last inspection: Annual, June 1, 2006, 27 hours before - Departed: CCB, Upland, CA - Destination: HMT, Hemet, CA - Airport: HMT, Hemet Ryan ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 49; injuries: none; private; airplane ratings: single-engine land, multi-engine land; instrument ratings: airplane; medical: class 3, without waivers/limitations; last flight review October 1, 2005; seat: left; flight hours: 840 total, 74 in this make and model, 776 as pilot in command, 7 in the last 90 days, 4 in the last 30 days ## Weather - Conditions: Visual (VMC), Day - Wind: 280° at 11 knots - Visibility: 35 statute miles - Lowest ceiling: 13,000 ft broken - Temperature: 97 °F, dew point 63 °F - Altimeter: 29.86 inHg - Observed at: RIV, 11 nm away ## FAA reports on this event (1) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Accident 20060723016549A](https://openairdocs.org/incident/20060723016549A), Jul 23, 2006: Cessna 182P, Hemet, CA, Substantial damage. (-23) Aircraft departed cable, CA airport at approximately 0930 on July 23, 2006, enroute to Hemet, CA airport. Approximately 30 minutes after takeoff pilot… ## Other investigations on N9886M (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 DEN00LA138](https://openairdocs.org/ntsb/DEN00LA138), Jul 23, 2000: Cessna 182P (N9886M), Broomfield, CO, substantial damage. Probable cause: The pilot's inaccurate recovery from a bounced landing. Factors were lack of total pilot experience and lack of pilot experience in aircraft make and model. 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. --- 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.