N881CP

"THIS CASE WAS MODIFIED JANUARY 27, 2009."

HISTORY OF FLIGHT

On November 8, 2007, about 1918 Pacific standard time, a Cessna T182T, N881CP, was destroyed after impacting mountainous terrain during climb to cruise near Potosi Mountain, about 13 nautical miles southwest of Las Vegas, Nevada. The airplane was registered to the Civil Air Patrol, Maxwell Air Force Base, Montgomery, Alabama. The left-seat first pilot and right-seat second pilot, both of whom possessed airline transport pilot certificates, were killed. Visual meteorological dark night conditions prevailed for the 14 Code of Federal Regulations (CFR) Part 91 personal cross-country flight, and a visual flight rules (VFR) flight plan had been filed and activated at the time of the accident. The flight departed the North Las Vegas Airport (VGT), Las Vegas, Nevada, about 1905, and was destined for the Rosamond Skypark (L00), Rosamond, California.

At 1822 the pilot of N881CP filed a VFR flight plan from VGT to L00 and stated that he did not need a weather briefing. Air Traffic Control recorded the flight as CAP Flight 2793.

The Federal Aviation Administration's (FAA) recorded data indicates that after departing VGT on Runway 30L, the airplane turned to a southwesterly heading.

At 1905:29, the pilot made the following transmission: "Las Vegas departure, Cap Flight 2793 is with you. We're leaving, ah, twenty-seven hundred for ten point five." The controller responded, "Cap Flight twenty-seven ninety-three, Las Vegas departure. Ident, and ah, remain outside of class Bravo airspace." The pilot acknowledged the controller's instructions.

At 1905:49, the controller transmitted, "Cap Flight twenty-seven ninety-three, radar contact two miles south of North Las Vegas Airport. Verify climbing two-thousand seven-hundred." The pilot responded, "That's affirmative."

At 1906:05, the controller asked the pilot to verify his destination. The pilot replied, "We're going, ah, to Rosamond, California." The controller replied, "Cap Flight twenty-seven ninety-three, roger." At this time the airplane's altitude was 2,800 feet mean sea level (msl).

At 1906:34, the controller advised the pilot, "Cap Flight twenty-seven ninety-three, traffic eleven o'clock, four miles west bound is a metro helicopter climbing three-thousand five-hundred." The pilot replied, "Twenty-seven ninety-three, we have him." The airplane's altitude was now 3,100 feet msl.

At 1907:42, the pilot radioed to the controller, "And Cap Flight twenty-seven ninety-three, we would like to leave frequency for a minute to open a flight plan." The controller granted the pilot's request and asked him to confirm that he still had the helicopter in sight. The pilot replied, "That's affirmative." The controller replied, "Cap Flight, ah, twenty-seven ninety-three, roger. Maintain visual separation, and, ah, approved as requested." The pilot replied, "Alright." The airplane's altitude was 3,500 feet msl.

At 1908:25 and 1908:40 the pilot attempted to contact Reno radio to open his flight plan; the flight service station (FSS) specialist reported that both transmissions were unintelligible. At this time the airplane's altitude was about 3,600 feet msl.

At 1909:48 the pilot transmitted to Reno radio, "Flight two seven niner three departed North Las Vegas five minutes past the hour. Open my flight plan please." The FSS specialist replied, "Cap Flight two seven niner three, roger. VFR flight plan activated." The airplane was now at 4,100 feet msl.

At 1910:30, the pilot asked the controller, "Can, ah, Cap Flight twenty-seven ninety-three get higher?" The airplane's altitude was now 4,200 feet msl.

At 1910:33, the controller responded, "Cap Flight, ah, twenty-seven ninety-three contact approach one two, or correction, climb to VFR requested altitude outside of class Bravo airspace. Contact approach one two five point niner." The pilot replied, "Twenty-five nine, changing." The airplane's altitude was 4,200 feet msl.

At 1910:50, the pilot transmitted to the controller, "Approach, Cap Flight twenty-seven ninety-three is with you. We're leaving forty-four hundred for ten point five." The controller replied, "And Cap Flight twenty-seven ninety-three, Las Vegas departure. Roger." The airplane's altitude was 4,400 feet msl.

At 1911:55, the controller asked the pilot, "Cap Flight twenty-seven ninety-three, what's your requested on course heading, and how high you want to go?" The pilot responded, "We would like, ah, ten point five, and we are at two one zero." The airplane's altitude was 4,800 feet msl.

At 1912:06, the controller responded, "Roger. Proceed on course. VFR climb to ten point five approved." The pilot replied, "Cap Flight twenty-seven ninety-three, thank you." The airplane's altitude was 4,900 feet msl.

At 19:17:29 radar contact was lost. There was no further radio communication received from the flight. The last recorded altitude was 7,000 feet msl.

A local law enforcement officer/pilot, who was assigned to the Las Vegas Metropolitan Police Department's Air Support/Search and Rescue Unit, reported that on the evening of the accident, while flying a helicopter patrol mission and heading in a south-southwest direction, he observed a large fireball/explosion in the vicinity of Mount Potosi, elevation 8,514 feet msl. The officer stated that his partner also observed and confirmed that it was an explosion. The officer reported that while en route to the area of the fire he observed additional fireballs, and upon arriving at the accident site his partner confirmed that the fire was the result of an airplane crash. One officer described the area as void of any lighting which would aid in the illumination of terrain.

On November 10, 2007, onsite documentation of the accident site revealed that the airplane had impacted a near vertical rock face on the southeast side of Mount Potosi, about 1,000 feet below its summit. A survey of the accident site revealed that all airplane components necessary for flight were identified. One propeller blade was not accounted for during the initial onsite examination, nor during the recovery phase of the wreckage.

On November 13, 2007, the airplane was recovered to a secured storage facility for further examination by parties to the investigation.

PERSONNEL INFORMATION

The First Pilot

The left-seat first pilot, age 73, possessed an FAA airline transport pilot certificate for airplane multiengine land and commercial privileges for airplane single-engine land. The pilot also possessed multiple airline transport category type ratings, a turbojet flight engineer rating, as well as flight navigator certification. It was reported by Civil Air Patrol personnel that the pilot had accumulated a total flight time of 25,000 hours. The pilot's personal logbooks were not accounted for during the investigation.

The pilot held a second-class FAA airman's medical certificate, which was issued on September 10, 2007, with the limitation "Must have available glasses for near vision."

The pilot had been the CAP's Nevada Wing Commander since 2003. According to a flight log provided by the Nevada Wing of the CAP, the pilot had accumulated 74.7 hours in Garmin 1000 (G1000) equipped Cessna airplanes, and 34.2 hours in the accident airplane. The pilot had received G1000 training from a CAP instructor; the instructor was factory trained at the Cessna training facility in Independence, Missouri. The pilot's training was conducted in accordance with the Cessna FAA/Industry Training Standards (FITS) training program. The curriculum included 3 ground school sessions of 4 hours each, and three training flights of 2 hours each.

The Second Pilot

The right-seat second pilot, age 71, possessed an airline transport pilot certificate for airplane single-engine land, multiengine land, and single-engine sea. The pilot also held an airline transport pilot certificate for rotorcraft-helicopters and commercial privileges for gliders. Additionally, the pilot possessed a flight instructor certificate for single and multiengine airplanes, instrument airplane, helicopters, and gliders. The pilot also possessed advanced and instrument ground instructor certification, a flight engineer certificate for turbojet and turbopropeller airplanes, airframe and powerplant mechanic certification, and flight navigator certification. The pilot held multiple airline transport category type ratings for both helicopters and airplanes. CAP personnel reported that the pilot had accumulated more than 28,000 hours of flight time, comprised of both military and civilian flying experience. The pilot's personal logbooks were not accounted for during the investigation.

The pilot possessed a first-class FAA airman's medical certificate, which was issued on May 25, 2007, with the limitation "Must wear corrective lenses."

Civil Air Patrol personnel reported that the pilot had served in the CAP for more than 50 years. At the time of the accident the pilot was the Director of Operations for the CAP's Pacific Region. The pilot was also the former National Vice Commander, serving in the capacity for one year before serving as the Pacific Region commander for four years. Additionally, the pilot had held the position as the California Wing Commander. It was further reported by CAP personnel that the pilot had not been trained in CAP G1000 equipped airplanes, and was not authorized to fly G1000 equipped CAP airplanes.

AIRCRAFT INFORMATION

The 2006-model Cessna T182T airplane underwent its most recent annual inspection on September 7, 2007, at a total time on the airframe and engine of 300.8 hours. The airplane's most recent tachometer reading was recorded on November 7, 2007, at a total time of 338.7 hours. There was no record of the airplane having been involved in any previous airplane accidents.

The turbocharged, autopilot-equipped airplane was equipped with a Garmin G1000 Integrated Cockpit System. The system incorporates a Primary Flig...