Cessna A185E accident near Lake Wales, Florida, October 17, 1999
On October 17, 1999 at about 10:30 pm local time, a Cessna A185E, registered N85PR, was substantially damaged in an accident near Lake Wales, Florida. It was a personal flight under general aviation rules (Part 91). 1 person had minor injuries; 2 others were unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The partial loss of engine power due to the inadequate annual inspection of the airplane by the mechanic with IA for his failure to assure that the mixture control cable jam nut at the rod end was secured following the reported adjustment by the airplane owner who is not a certificated mechanic. This resulted in the separation of the mixture control cable and the uncommanded movement of the mixture control to the midrnage point between midrange and the idle cut-off position.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 17, 1999 · about 10:30 pm local time
- Place
- Lake Wales, Florida · map
- Type
- Accident
- Injuries
- 1 person had minor injuries; 2 others were unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna A185E · all A185Es on the register
- Registration
- N85PR · registry record · serial 18501777
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot stated that during cruise flight about 700-800 feet msl, the engine experienced a gradual loss of power. He attempted to correct the loss of power situation but was unable. While descending for a forced landing, the airplane collided with a tree then the ground and nosed over. Post accident examination of the airplane by an FAA airworthiness inspector revealed that the mixture control at the fuel metering valve was found about half way between midrange and idle cutoff. The mixture control cable was found separated from the rod end which was still attached to the Bellcrank (Mixture) at the airbox assembly. Damage to about 11 threads at the end of the mixture cable was noted. Maintenance records were reportedly destroyed in the fire. The IA who performed the last annual inspection stated to the FAA inspector that the aircraft owner adjusted the mixture cable rod-end to attain the correct cushion and he (IA) checked it but failed to check the jam nut at the rod end for security. The owner stated that he did not adjust the engine controls in the engine compartment and thought the IA adjusted the engine controls. The pilot is not a certificated mechanic.
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, private
- Ratings: multi-engine land; single-engine land; single-engine sea; instrument: airplane
- Flight time: 1,970 hours in all; 110 in this make and model; 15 in the last 90 days; 8 in the last 30 days; 1,850 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 5,900 hours
- Last inspection: annual inspection, August 10, 1999; 9 hours since
- Maximum gross weight: 3,265 lb
- Seats: 4
- Landing gear: fixed
- Engine: Continental IO-520-D (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: GIF Winter Haven FL at 10:00 pm
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 270° at 6 knots
- Visibility: 25 statute miles
- Sky: clear
- Temperature: 77°F (25°C), dew point 70°F (21°C)
- Altimeter: 29.00 inHg
- Observation at 10:50 pm from LAL
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 1 | 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.