NTSB Factual Report

HISTORY OF FLIGHT

On July 4, 2003, about 1015 Pacific daylight time, a Cessna 182Q, N129JB, collided with terrain near Saugus, California. The pilot/owner was operating the airplane under the provisions of 14 CFR Part 91. The private pilot, the sole occupant, sustained fatal injuries; the airplane was destroyed. The personal local flight departed the Van Nuys Airport, Van Nuys, California, about 0920 with a planned destination of Agua Dulce Airpark, Agua Dulce, California. Visual meteorological conditions prevailed, and a flight plan had not been filed.

A Federal Aviation Administration (FAA) inspector reported that the pilot had been in contact with the Van Nuys air traffic control tower (ATCT) during the earlier portion of the flight. From interviewing the controllers, he ascertained that the airplane initially departed about 0920. After completing several touch-and-go practice takeoffs and landings, the pilot made an eastbound departure.

During a telephone interview with a Safety Board investigator, the pilot's brother stated that the pilot was intending to fly to Agua Dulce to refuel the airplane, as he had done many times prior. He stated that the pilot did not normally fly alone, and he would rarely perform maneuvers in the airplane if he was by himself.

During the investigation, a Safety Board investigator obtained and reviewed the recorded voice channels and recorded radar data from Southern California Terminal Radar Approach Control (SCT).

The radar data disclosed that after departing Van Nuys airspace, a target flew a northerly flight path, consistent with flying to Agua Dulce (about 20 nautical miles (nm) away). At 0948:30, which corresponded to being about 13 nm from Agua Dulce, the radar returns revealed that the target made a figure eight maneuver, while climbing from a mode C reported altitude of 2,106 feet mean sea level (msl) to 2,877 feet msl. After completing the maneuver, the target continued in the northerly direction until 0955:10, where, at 5,000 feet msl, it began a flight path in a southwesterly direction. The target continued in the southwesterly direction (about 220 degrees magnetic) for about 4 nm, where the last radar return at 09:56:52 showed the target's altitude was about 4,100 feet msl; the last radar return was 0.51 nm southeast of the wreckage site.

A US Forest Service pilot flying in the local vicinity observed smoke in the foothills near Bouquet Canyon about 1015. While flying over the smoke, he observed airplane wreckage in the middle of a burned area.

PERSONNEL INFORMATION

A review of Federal Aviation Administration (FAA) airman records revealed that the pilot held a private pilot certificate with a rating for airplane single-engine land. The pilot held a special issuance third-class medical certificate issued on February 27, 2003, which had the limitations that the pilot must have glasses available for near vision; it was not valid after February 29, 2004.

The pilot's personal flight records were not located and the aeronautical experience listed in this report were obtained from a review of the airmen FAA records on file in the Airman and Medical Records Center located in Oklahoma City. These records indicated a total time of 2,200 hours.

AIRCRAFT INFORMATION

The airplane was a Cessna 182Q, serial number 18267251. A review of the airplane's logbooks revealed a total airframe time of 2,144 hours at the annual inspection, which was completed on September 01, 2002.

The engine was a Teledyne Continental Motors O-470-U engine, serial number 469197,. Total time on the engine at the last annual inspection was 2,144 hours, which was also completed on September 01, 2002.

METEOROLOGICAL INFORMATION

At 0951, the weather observation facility at Van Nuys Airport, which was 19 miles south of the accident site, reported the wind from 150 degrees at 7 knots; visibility 10 statute miles; clear sky; temperature 31 degrees Celsius; dew point 14 degrees Celsius; and an altimeter setting of 29.86 inches of mercury. At 0956, the weather observation facility in Lancaster, California, which was 16 miles to the northeast of the accident site, reported the wind from 270 degrees at 14 knots; visibility 10 statute miles; clear sky; temperature 34 degrees Celsius; dew point 05 degrees Celsius; and an altimeter setting of 29.95 inches of mercury.

COMMUNICATION

The pilot was not communicating with any FAA air traffic control facility during the time period encompassing the accident sequence.

WRECKAGE AND IMPACT INFORMATION

The global positioning satellite coordinates for the estimated 3,100-foot msl accident site were: 34 degrees 31.991 minutes north latitude and 118 degrees 25.473 minutes west longitude.

The accident site was located just below a dirt road that proceeds along the top of a northwest to southeast extending ridgeline. Several constituent ridges branched off both sides of the ridgeline, extending down toward the canyon bottoms. The wreckage debris path began near the northeast crest of a down slopping constituent ridge. The ridge was oriented about 060 degrees and the debris path stretched along a magnetic bearing of 030 degrees. The debris path began on the right side of the ridge (about 20 yards from the peak) and continued where the ridge dropped steeply to the bottom of the canyon.

Most of the wreckage debris was either in close proximity of the principal impact crater (PIC), or scattered about the debris path centerline. The PIC, which consisted of a crater measuring about 4 feet in diameter and 1 foot in depth, was the first identified point of contact (FIPC). Impacted in the crater were both propeller blades, one was partially buried in the soft red dirt. The top of the nose wheel pant was next to the PIC.

The debris path began at the PIC and fanned out along the mountainside in a "V"-like pattern. A linear ground scar, oriented perpendicular to the debris path, stretched through the center of the PIC. The ground scar measured 32 feet long with the PIC directly in the middle. Red lens fragments were at the left extremity of the ground scar and green lens fragments were at the right extremity of the ground scar. A review of the airplane's Pilot Operating Handbook (POH) revealed that the airplane's wingspan was 36 feet.

The main wreckage, consisting of the cockpit area and empennage, was 50 feet from the PIC, down the ridge. The main wreckage sustained thermal damage, with fire consuming half of the empennage components. The inverted right wing was 20 feet downhill from the main wreckage and maintained its position relative to the cabin area. The left wing fragmented into several pieces, with the largest portion about 80 feet from the PIC. The engine separated and was 5 feet outboard of the right wing tip. The engine was inverted with its left side downhill and the front of the engine pointing back toward the PIC.

The nearest airport to the accident site was Agua Dulce, elevation 2,260 feet msl, and on a magnetic bearing of about 93 degrees magnetic. At the global positioning satellite coordinates given in the Airport Facilities Directory, Agua Dulce was about 5.8 nautical miles away from the site.

MEDICAL AND PATHOLOGICAL INFORMATION

The Los Angeles County Coroner completed an autopsy, but due to the condition of the pilot's remains, the examination was limited. The FAA Toxicology and Accident Research Laboratory performed muscle toxicological testing of specimens of the pilot; results of analysis were positive for Diphenhydramine.

The FAA issued the pilot a special issuance third-class medical, due to a history of coronary artery disease requiring coronary bypass graft surgery.

TESTS AND RESEARCH

The IIC and investigators from Cessna Aircraft Company and Teledyne Continental Motors examined the wreckage at Aircraft Recovery Service, Littlerock, California, on July 29, 2003.

During the engine examination, investigators removed the top spark plugs, and noted all were clean, with the exception of the number five cylinder, which had viscous black contamination. The spark plug electrodes, with the exception of the number five cylinder, were gray in color, which corresponded to normal operation according to the Champion Aviation Check-A-Plug AV-27 Chart; the electrodes did not show evidence of mechanical damage.

A visual inspection revealed no mechanical deformation on the cylinder walls or piston heads. The engine and its respective magnetos sustained mechanical damage, and the crankshaft would not rotate. The vacuum pump drive gear partially melted. Investigators disassembled the oil filter, and its elements were clean.

Both wings exhibited aft crush damage to the leading edge, with upward crush on the bottom surface. The left wing sustained more damage than the right wing. Both lift struts buckled about a foot from the upper attach point. The left lift strut buckled more than the right lift strut.

There were multiple disconnects in the flight control system. The left aileron cable frayed at the separation point. The right wing aileron cable separated and frayed in the mid-wing area. The rudder and empennage were on top of the crushed cabin area. The IIC traced the rudder cable from the cockpit to the crushed mid-cabin area, and from the rudder to the crushed cabin area. Recovery agents cut the cables during recovery. The elevator cables sustained fire damage in the cockpit area. The elevator bellcrank had one cable separate at the bellcrank. The other end of the bellcrank had the attachment section missing, and this piece was not located. This attachment point was bent, and the fracture surface was irregularly shaped.

The outermost sections of the elevators and rudder were in the main wreckage. The right elevator piece had a section of trim tab still attached. The right elevator balance weight was in place. The attachment bolts for the left elevator and the rudder balance weights were in place; however, the weights themselves had melted.

Investigators blew through the outlet to the fuel selector valve and heard air exit both inlet lines. The gascolator sustained mechanical damage and the bowl separated. The screen sustained mechanical crush damage and exhibited red dirt contamination.

The airframe manufacturer's representative measured the wing flap actuator to be 0 inches, which he reported corresponded to the fully retracted position. The elevator trim measured 1 3/8 inches, which the representative determined equated to 3 degrees tab up.

ADDITIONAL INFORMATION

The IIC released the wreckage to the owner's representative.

NTSB Probable Cause

in-flight collision with terrain for undetermined reasons.