Cessna 182N accident near Kerman, California, April 8, 1994
On April 8, 1994 at about 6:35 am local time, a Cessna 182N, registered N9124G, was substantially damaged in an accident near Kerman, California. It was a personal flight under general aviation rules (Part 91). 1 person was seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
AN EXHAUST GAS LEAK, DUE TO INADEQUATE MAINTENANCE, WHICH RESULTED IN CARBON MONOXIDE POISONING, INCAPACITION OF THE PILOT, AND LOSS OF AIRCRAFT CONTROL.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 8, 1994 · about 6:35 am local time
- Place
- Kerman, California · map
- Type
- Accident
- Injuries
- 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 182N · all 182Ns on the register
- Registration
- N9124G · registry record · serial 18260664
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
RECORDED RADAR & VOICE TAPES REVEALED THAT 15 MINUTES AFTER TAKEOFF, THE AIRCRAFT BEGAN DEVIATING FROM HEADINGS, ALTITUDES, & ATC INSTRUCTIONS. THE FACILITIES WORKING THE FLIGHT SAID THE AIRCRAFT'S COURSE OF FLIGHT WAS ERRATIC, WITH THE ERRATIC BEHAVIOR BECOMING WORSE AS THE FLIGHT CONTINUED. THE PILOT SEEMED TO BE DISORIENTED. THE AIRCRAFT DRIFTED SIGNIFICANTLY OFF ASSIGNED AIRWAYS & HEADINGS, & DID SEVERAL 360 & 180 DEGREE TURNS. THE PILOT SAID THAT AFTER REACHING CRUISE ALTITUDE, HE BEGAN TO EXPERIENCE BLURRED VISION, HEADACHES, & NAUSEA. HE SAID HIS BREATHING BECAME LABORED, & THE CONTROLS BECAME DIFFICULT TO MOVE. THE FLIGHTPATH OF THE AIRPLANE KEPT CHANGING DIRECTION & ALTITUDE, & THE PILOT COULD NOT STAY AWAKE. MANY SMALL LEAKS WERE FOUND IN THE EXHAUST SYSTEM, WITH GAS PATHWAYS FOUND INTO THE CABIN. HOSPITAL TESTS FOR ALCOHOL & DRUGS WERE NEGATIVE. AN FAA FLIGHT SURGEON AT CAMI REVIEWED THE CASE & REPORTED THAT THE SYMPTOMS WERE CONSISTENT WITH CARBON MONOXIDE POISONING. BLOOD DRAWN 11 HRS AFTER ENTERING A HOSPITAL RETAINED 3% SATURATION WITH CARBON MONOXIDE.
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: 1,980 hours in all; 1,950 in this make and model; 22 in the last 90 days; 19 in the last 30 days; 1,878 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 3,075 hours
- Last inspection: annual inspection, September 1, 1993; 49 hours since
- Maximum gross weight: 2,900 lb
- Seats: 4
- Landing gear: fixed
- Engine: Continental O-470-R (piston); 0 hours total
The flight
- Departed from: LGB Long Beach CA at 4:13 am
- Destination: MOD Modesto CA
- Flight plan: IFR
- Runway 0
Weather at the time
- Light: night, dark
- Wind: from 300° at 6 knots
- Visibility: 15 statute miles
- Sky: overcast at 13,000 ft; not recorded
- Temperature: 57°F (14°C), dew point 43°F (6°C)
- Altimeter: 30.00 inHg
- Observation at 5:50 am from FAT, 13 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 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.