Cessna R182 accident near Fredonia, Arizona, August 23, 1991
On August 23, 1991 at about 5:10 pm local time, a Cessna R182, registered N9067C, was substantially damaged in an accident near Fredonia, Arizona. It was a flight of an unrecorded kind under charter and air-taxi rules (Part 135). No one was hurt; 4 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
FAILURE OF THE CARBURETOR MIXTURE CONTROL, RESULTING IN LOSS OF ENGINE POWER. A FACTOR RELATED TO THE ACCIDENT WAS: LACK OF COMPLIANCE WITH MARVEL-SCHEBLER SERVICE BULLETIN (SB) #A1-78.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 23, 1991 · about 5:10 pm local time
- Place
- Fredonia, Arizona
- Type
- Accident
- Injuries
- No one was hurt; 4 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna R182 · all R182s on the register
- Registration
- N9067C · no longer on the register · serial R18200383
- Damage
- Substantial damage
- Flight
- Flight of an unrecorded kind · charter and air-taxi rules (Part 135)
The NTSB's narrative final · quoted from the NTSB record
THE PLT & 3 PSGRS WERE ON A X-COUNTRY SIGHTSEEING FLT, WHEN THE ENG BGN TO RUN ROUGH, THEN LOST PWR. SUBSEQUENTLY, THE ACFT COLLIDED WITH TRRN DRG A FORCED LANDING & HIT A TREE BFR IT CAME TO REST. WHEN CHECKED AFTER THE ACDNT, THE ENG WOULD RUN, BUT ONLY AT IDLE. THE ENG WAS EQUIPPED WITH A MARVEL-SCHEBLER MODEL HA-6 CARBURETOR (CARB). AS THE CARB WAS BEING REMOVED FM THE ENG FOR EXAMINATION, THE ROTARY MIXTURE CONTROL (PN 242-541) FELL OUT OF THE CARB HOUSING BECAUSE THE SHAFT RETAINING SCREW HAD BKN. IN SEP 78, MARVEL-SCHEBLER/TILLOTSON (ORIGINAL MANUFACTURER OF THE CARB) ISSUED SVC BULLETIN (SB) #A1-78, BUT IT HAD NOT BEEN ACCOMPLISHED. THE SB PROVIDES FOR INSTLN OF A SPRING RETAINER (PN 55-A239) TO COUNTERACT END-PLAY WEAR ON THE MIXTURE CONTROL ASSEMBLY & RETAINING SCREW DUE TO VIBRATION. THE SPRING RETAINER ALSO SERVES AS AN ADNL MEANS OF RETAINING THE ROTARY MIXTURE CONTROL, EVEN IF THE EXISTING SHAFT RETAINING SCREW IS WORN OR BKN. THE ENG HAD A TOTAL OPERG TIME OF 2568 HRS, 485 HRS SINCE OVERHAUL & 4.7 HRS SINCE THE PREVIOUS 100 HR INSPN.
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: commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 1,765 hours in all; 15 in this make and model; 243 in the last 90 days; 107 in the last 30 days; 1,416 as pilot in command; 261 on instruments
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 2,568 hours
- Last inspection: 100-hour inspection, August 22, 1991; 5 hours since
- Maximum gross weight: 3,100 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming O-540-J3C5D (piston); 0 hours total
- Operator: Lake Powell Air Service
The flight
- Departed from: LAS Las Vegas NV at 4:40 pm
- Destination: L41 Marble Canyon AZ
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 070° at 10 knots, gusting 15
- Visibility: 60 statute miles
- Sky: scat at 9,500 ft
- Temperature: 95°F (35°C), dew point 0°F (-18°C)
- Altimeter: 30.00 inHg
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.