Cessna 182 accident near West Milford, New Jersey, December 18, 2010
On December 18, 2010 at about 2:15 pm local time, a Cessna 182, registered N1462M, was substantially damaged in an accident during takeoff near West Milford, New Jersey (Greenwood Lake, West Milford airport). It was a personal flight under general aviation rules (Part 91). 2 people were seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's delayed application of carburetor heat while taking off in weather conditions conducive to serious carburetor icing, which resulted in a partial loss of engine power.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 18, 2010 · about 2:15 pm local time
- Place
- West Milford, New Jersey · Greenwood Lake, West Milford · map
- Type
- Accident
- Injuries
- 2 people were seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 182 P · all 182s on the register
- Registration
- N1462M · no longer on the register · serial 18264337
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
**This report was modified on January 21, 2014. Please see the public docket for this accident to view the original report.** The pilot conducted a preflight inspection that included procedures to ensure removal of accumulated water before flight. Due to the cold temperature, the pilot requested an engine pre-heat service, which was applied for an estimated 15 minutes. There were no abnormalities during the engine start, taxi, and engine run-up before takeoff. During the takeoff climb, the pilot reduced power to the cruise/climb setting. At an altitude of about 1,500 feet above ground level, the engine sustained a partial loss of power; the pilot then applied carburetor heat and elected to return to the departure airport. While returning to the airport, the airplane entered an aerodynamic stall, impacting the ground adjacent the runway. A postaccident examination did not reveal any discrepancies that would have prevented normal operation of the airplane or its systems. A postaccident examination revealed a chunk of ice with debris frozen in the gascolator fuel bowl; however, the ice chunk was not large enough to block the fuel flow to the engine. Further examination revealed no water in the carburetor. The closest official weather observation station, about 14 miles west of the accident site, reported the temperature as 4 degrees Celsius (C) and the dew point as minus 1 degrees C about 35 minutes after the accident. Based on the ambient temperature and the dew point, serious carburetor icing conditions were possible at cruise power. The airplane's Pilot Operating Handbook (POH), in the cold weather operation section, states that "appropriate use of carburetor heat is recommended . . . . Full carburetor heat may be required for temperatures below -12 [degrees] C whereas partial heat could be used in temperatures between -12 [degrees] C and 4 [degrees] C . . . . Use the minimum carburetor heat required for smooth operation in take-off, climb, and cruise." The investigation determined that the pilot's application of carburetor heat was not consistent with guidance in the POH, and carburetor icing developed because of the pilot's delay in applying carburetor heat.
The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.
The factual record from the NTSB's investigation tables, in plain English
What happened, in order
- Loss of engine power (partial) during takeoff defining event
- Off-field or emergency landing during emergency descent
- Loss of control in flight during emergency descent
- Collision with terrain or object (not controlled flight into terrain) during uncontrolled descent
The NTSB's findings
- cause Personnel issues › Task performance › Use of equip/info › Use of equip/system › Pilot
- cause Aircraft › Aircraft power plant › Engine controls › (general) › Incorrect use/operation
- cause Environmental issues › Conditions/weather/phenomena › Temp/humidity/pressure › Conducive to carburetor icing › Decision related to condition
Pilot
- Certificate: airline transport pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 17,050 hours in all; 200 in this make and model
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: left
- Injury: serious injuries
The aircraft
- Airframe total time: 3,432 hours
- Last inspection: annual inspection, December 10, 2010; 0 hours since
- Maximum gross weight: 2,950 lb
- Seats: 4
- Landing gear: fixed
- Engine: Continental O470 (piston); 0 hours total
The flight
- Departed from: 4N1 Milford NJ at 3:15 pm
- Destination: 4N1 Milford NJ
- Flight plan: none
- Runway 24, 3,471 ft by 60 ft
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: a few clouds at 2,500 ft
- Temperature: 39°F (4°C), dew point 30°F (-1°C)
- Altimeter: 30.09 inHg
- Observation at 2:53 pm from KFWN, 14 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | |||
| Passengers | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), has not been read from the NTSB for this case yet; the list appears here once it has. Open the docket at the NTSB.
Everything on this page comes from the NTSB's public records. The narrative, probable cause and findings are the NTSB's own words; the coded tables behind the report are written out in plain English, with pilots' ages, home towns and medical details left out. The documents and photographs are the NTSB's docket, shown as the NTSB released them. This site's own text never names anyone involved. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.