Cessna 182Q accident near Lebec, California, October 31, 2004
On October 31, 2004 at about 7:30 pm local time, a Cessna 182Q, registered N95902, was destroyed in an accident near Lebec, California. It was a personal flight under general aviation rules (Part 91). 4 people were killed. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
the pilot's inadequate in-flight planning/decision by his VFR flight into IMC, and his failure to maintain terrain clearance. Contributing factors were mountainous terrain, low ceilings, and turbulence.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 31, 2004 · about 7:30 pm local time
- Place
- Lebec, California · map
- Type
- Accident
- Injuries
- 4 people were killed.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Cessna 182Q · all 182Qs on the register
- Registration
- N95902 · no longer on the register · serial 18266673
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
While traversing a mountain range between two valleys, the aircraft collided with mountainous terrain after a likely encounter with clouds, moderate turbulence, and up and down drafts in the 500- to 1,000-foot-per-minute range. Examination of the wreckage and the accident site showed that the airplane collided with mountainous terrain while in a wings level cruise flight attitude. The autopilot switch was found in the ON position. The noninstrument rated private pilot departed in VFR conditions with three passengers for a 134-mile trip to celebrate one passenger's birthday at a fly-in restaurant destination. There were no records of the pilot having received weather briefings from any Federal Aviation Administration (FAA) facilities. Recorded radar data showed that instead of flying a direct route the airplane meandered towards a mountain top VOR navigational aid and eventually was about 18 miles off a direct course between the departure and destination airports. About 30 minutes into the flight, the airplane had reversed course and was headed back towards the open desert departure area when radar contact was lost. A moderate north-south surface pressure gradient produced strong, gusty northerly low-level winds over the higher elevations of the mountain range. Observations from satellite imagery indicated that mostly clear skies were present from the departure airport until the accident airplane reached the vicinity of the accident area. A weather satellite visible image showed that cloud cover from the northwest did cover the accident site around the estimated time of the accident though there were clear areas south and west of the VOR. Cloud bases reported around the VOR ranged from on the surface to less than 1,000 feet agl, with tops generally 8,000-10,000 feet mean sea level (msl) in the area. No in-flight advisories (SIGMET or AIRMET) were valid for the accident location when the accident airplane departed. However, AIRMET TANGO was updated at 1335, to include a forecast of occasional moderate turbulence below 12,000 feet over coastal mountain areas. According to pilot reports from very near the accident area around the time of the crash, moderate turbulence and up and down drafts were being experienced from 500 feet to 1,200 feet per minute. There are two small lakes in the vicinity of the VOR. Overflying one lake on the accident flight's last radar observed heading would take the airplane over low terrain on a route back toward the departure airport, whereas overflying the second lake on the last observed heading would take the airplane toward mountainous terrain that rises to 5,430 feet msl within 2 miles, and is the location of the accident site.
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
- Flight time: 415 hours in all; 86 in this make and model; 14 in the last 90 days; 8 in the last 30 days; 274 as pilot in command
- Last flight review: October 1, 2004
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: fatal
The aircraft
- Airframe total time: 2,522 hours
- Last inspection: annual inspection, August 22, 2004; 13 hours since
- Maximum gross weight: 2,950 lb
- Seats: 4
- Landing gear: fixed
- Engine: Continental O-470-U (piston); 0 hours total
The flight
- Departed from: WJF Lancaster CA at 6:56 pm
- Destination: 308 Coalinga CA
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 350° at 10 knots, gusting 24
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 46°F (8°C), dew point 36°F (2°C)
- Altimeter: 30.12 inHg
- Observation at 6:52 pm from KSDB, 7 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 3 |
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.