ODELL, IL, USA
N3243Y
Cessna 182
During a preflight weather briefing for a cross-country flight at night, the noninstrument-rated pilot was advised by the briefer that 'VFR flight not recommended,' but the pilot elected to proceed on the flight. There was evidence that during the flight, he encountered instrument meteorological conditions (IMC). Low visibility and snow showers were reported in the vicinity of the accident site. Subsequently, the airplane crashed. Crush areas on the fuselage indicated the airplane was in about a 30 degree left bank, nose low attitude, during impact. The main wreckage came to rest about 150 yards from the initial impact point. There were no known witnesses to the accident; the wreckage was discovered the next morning by a local resident. No preimpact mechanical malfunction of the aircraft or engine was found during examination of the wreckage. During a pathological examination, the medical examiner noted that 'an area of the (pilot's) heart was hyperemic, grossly, and showed ischemic change with coagulation necrosis by microscopic study.' However, there was no verification that the pilot had experienced a heart attack.
HISTORY OF FLIGHT On February 18, 1996, about 1900 central standard time, a Cessna 182, N3243Y, was destroyed when it impacted the terrain in Odell, Illinois. The private pilot and one passenger sustained fatal injuries. The personal, 14 CFR Part 91 flight originated in Bloomington, Illinois, about 1830 with a planned destination of Wheeling, Illinois. Witnesses reported low visibility and snow showers in the vicinity of the accident site. No flight plan was filed. No eye witnesses to the accident were located. The wreckage was discovered by a local resident the following morning. METEOROLOGICAL INFORMATION According to a voice tape provided by the Kankakee Flight Service Station (FSS), the pilot telephoned the FSS, at 1756, and requested a weather briefing for a VFR flight from "Bloomington" to "Palwaukee." The briefer advised "I'd say VFR flight is not recommended... . Peoria has improved to 700 scattered, measured 6,000 overcast and three miles, light snow. But, we do have an AIRMET now for the possibility of showing visibilities below a thousand and three, and we are getting it in that area. I'd say there is a possibility it could be happening en route, although, most of your route would be pretty descent, with, uh, maybe 10,000, 12,000 foot broken to overcast or higher clouds, and visibility seven or better. No precip reported. It's mainly, uh, a band of moisture that extends across northwestern Illinois, southeastward, over Peoria, Bloomington, and maybe getting close to Champaign... . WRECKAGE AND IMPACT INFORMATION The NTSB on-scene investigation began February 19, 1996, about 1100. The first item in the wreckage path was a ground scar located on county road 2900N about 1/2 mile east of county road 2100E. Fragments of red lense were located in the scar. A set of power lines, about 30 feet tall, paralleling the south side of 2900N were undamaged. The primary impact crater was on the north side of the road, followed by one propeller blade, the right door, the left elevator balance weight, and the main wreckage which was about 150 yards from the first ground scar on a magnetic heading of 295 degrees. The nose wheel and a propeller blade and hub followed. The last item in the wreckage path was the engine, which was located about 300 yards from the first ground scar on a magnetic heading of 310 degrees. Examination of the main wreckage revealed the left wing was separated at the root and was shredded from midspan outboard. The right wing was separated at the root and was fractured about five feet outboard. About 15 gallons of fuel remained in the right fuel tank. The fuselage was fractured behind the cabin and forward of the empennage. The forward fuselage was crushed at an angle corresponding to a pitch attitude of approximately 30 degrees nose down and a bank angle of approximately 30 degrees left. Examination of flight control continuity revealed no evidence of preimpact malfunction. The flange was fractured from the crankshaft and one propeller blade was separated from the hub. Both blades exhibited severe torsional bending. All accessories were fractured from the engine accessory case. The crankshaft turned freely when rotated and no evidence of preimpact malfunction was discovered. The horizontal and vertical gyros exhibited rotational scoring. The vacuum pump was fragmented and no vanes were located. The gyro from the electric turn and bank indicator exhibited no evidence of rotational scoring. The filament from the right position light exhibited severe stretching in the forward direction. MEDICAL AND PATHOLOGICAL INFORMATION The results of Federal Aviation Administration (FAA) toxicological testing of the pilot were negative for all tests conducted. Autopsy of the pilot was conducted by the Livingston County Coroner, 206 North Maple Street, Cullom, Illinois 60929-0357. The forensic pathologist reported "an enlarged heart and coronary artery atherosclerosis... An area in the heart was hyperemic, grossly, and showed ischemic change with coagulation necrosis by microscopic study. This may represent an acute myocardial infarct. This may have caused pain and compromise and contributed to the plane crash." The cause of death was listed as "multiple blunt force injuries." ADDITIONAL INFORMATION Parties to the investigation were the FAA, Cessna Aircraft Company, and Teledyne Continental Motors. The wreckage was released to Phoenix Aviation Managers, Inc., following the on-scene portion of the investigation.
VFR flight by the pilot into instrument meteorological conditions (IMC), and subsequent loss of aircraft control, probably due to spatial disorientation of the pilot. Factors relating to the accident were: darkness, reduced visibility due to the weather condition (snow), and the pilot's lack of instrument experience.
Source: NTSB Aviation Accident Database
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