Cessna 182P accident near Hemet, California, July 23, 2006
On July 23, 2006 at about 5:00 pm local time, a Cessna 182P, registered N9886M, was substantially damaged in an accident near Hemet, California (Hemet Ryan airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the shaking and backfiring of the engine for undetermined reasons.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 23, 2006 · about 5:00 pm local time
- Place
- Hemet, California · Hemet Ryan · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 182P · all 182Ps on the register
- Registration
- N9886M · registry record · serial 18264784
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airplane's nose landing gear collapsed and the right wing impacted terrain during a precautionary landing on a dirt strip. The pilot said that as the flight neared its intended destination, the airplane's engine began to shake violently and backfire. The pilot reduced power to lessen the effects of the shaking and backfiring. He confirmed that the fuel selector, magnetos, and engine controls were properly set and set up for an off airport landing on a dirt strip. During the landing roll, the airplane drifted off the dirt strip due to a crosswind. The nose landing gear dug into the soft dirt adjacent to the field and collapsed. A post accident test run of the engine and examination of the carburetor revealed no anomalies that would have resulted in the reported engine shake and backfire. Review of a carburetor icing probability chart showed that with the temperature and dew point that existed at the time of the accident, a chance of light carburetor icing probability existed at cruise or descent power.
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: multi-engine land; single-engine land; instrument: airplane
- Flight time: 840 hours in all; 74 in this make and model; 7 in the last 90 days; 4 in the last 30 days; 776 as pilot in command
- Last flight review: October 1, 2005
- Medical certificate: Class 3 (without waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 6,817.5 hours
- Last inspection: annual inspection, June 1, 2006; 27 hours since
- Maximum gross weight: 2,950 lb
- Seats: 4
- Landing gear: fixed
- Engine: Continental O-470-S (piston); 0 hours total
The flight
- Departed from: CCB Upland CA at 4:30 pm
- Destination: HMT Hemet CA
- Flight plan: none
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 280° at 11 knots
- Visibility: 35 statute miles
- Sky: broken clouds at 13,000 ft; a few clouds at 8,000 ft
- Temperature: 97°F (36°C), dew point 63°F (17°C)
- Altimeter: 29.86 inHg
- Observation at 4:55 pm from RIV, 11 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.
Other NTSB records under N9886M the same tail number, which may have belonged to a different aircraft at the time
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.