Cessna 182Q accident near Fallbrook, California, March 11, 2000
On March 11, 2000 at about 6:16 pm local time, a Cessna 182Q, registered N95996, was substantially damaged in an accident near Fallbrook, California (Fallbrook Community Airpark airport). It was a personal flight under general aviation rules (Part 91). 1 person was killed and 1 person was seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the loss of engine power resulting from fuel starvation due to the pilot's inadequate pre-flight inspection, inadequate performance of the pre-takeoff checklist, and failure to ensure that the fuel selector was properly positioned prior to takeoff. Also causal was the pilot's failure to maintain an adequate airspeed while attempting to clear a power line during the ensuing forced landing, which resulted in an inadvertent stall.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 11, 2000 · about 6:16 pm local time
- Place
- Fallbrook, California · Fallbrook Community Airpark · map
- Type
- Accident
- Injuries
- 1 person was killed and 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 182Q · all 182Qs on the register
- Registration
- N95996 · no longer on the register · serial 18266701
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
A witness observed the airplane taxi from the pilot's hangar to the runway without conducting an engine run-up. Shortly after takeoff, the engine lost power. Witnesses reported that the airplane cleared utility lines and then pitched nose down, impacting terrain in a nose low attitude. The passenger stated that she didn't think that the private pilot performed an engine run-up prior to takeoff. She added that after the engine lost power, the pilot reached down to the lower section of the center column area and turned something. The fuel selector valve is located on the bottom of the center control column and is operated by manually rotating the selector valve handle to one of the four positions; OFF, LEFT, BOTH, and RIGHT. The fuel selector valve was found in the left fuel tank position. Fuel was found in the fuel line immediately upstream of the boost pump, however, no fuel was found between the gascolator and the boost pump. The airplane had been modified by STC for a Continental IO-550 engine; part of the installation involved installing a 1-quart capacity header tank between the selector and fuel control unit. The engine was operated on a test stand and no anomalies were noted that would have prevented its operation. One of the witnesses was also an acquaintance of the pilot and reported that the pilot was in the habit of turning the fuel selector to the off position when the he hangared his aircraft. This was due to instances in the past in which fuel had leaked on his hangar floor when the fuel selector had not been turned off. He added that the pilot experienced a loss of engine power while taxiing in the past due to the fuel selector being in the off position. The Preflight Inspection, Before Starting Engine, and Before Takeoff checklists instruct the pilot to place the fuel selector valve in the on or both position. Toxicological tests on the pilot were positive for paroxetine, and verapamil. Paroxetine is a prescription antidepressant drug and verapamil is a prescription medication for high blood pressure. The paroxetine is not approved by the FAA for use during flight; however current medical literature shows the drug does not appear to have adverse performance effects when taken in therapeutic dosages. The subtle effects of higher than normal doses have not been systematically investigated, though symptoms of over dosages have been reported to include sedation and dizziness. The pilot did not report the use of the aforementioned medications on his last application for an airman medical certificate.
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
Pilot
- Certificate: private
- Ratings: single-engine land; instrument: airplane
- Flight time: 1,820 hours in all; 1,800 in this make and model
- Last flight review: October 13, 1997
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: fatal
The aircraft
- Airframe total time: 2,178.6 hours
- Last inspection: annual inspection, August 5, 1999; 16.4 hours since
- Maximum gross weight: 2,950 lb
- Seats: 4
- Landing gear: fixed
- Engine: Teledyne Continental IO-550-D (piston); 0 hours total
The flight
- Departed from: L18 Fallbrook CA at 6:15 pm
- Destination: SJC San Jose CA
- Flight plan: none
- Runway 18, 2,160 ft by 60 ft
Weather at the time
- Light: daylight
- Visibility: 7 statute miles
- Sky: scat at 20,000 ft
- Temperature: 43°F (6°C), dew point 43°F (6°C)
- Altimeter: 30.15 inHg
- Observation at 5:55 pm from NFG, 8 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| 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.