COLORADO CITY, TX, USA
N5116N
Cessna 182Q
A witness reported that he heard the sound of a low flying aircraft proceeding in a northwest direction; however, he could not see the aircraft because of the low cloud cover. He said 'The engine appeared to be a little loud . . . and that he '. . . did not hear the engine make a definite miss, or cut out.' He observed the airplane descend from the overcast skies in a left turn and nose low attitude, then the airplane impacted the ground. Ceilings in the area were estimated between 300 and 900 feet AGL. The pilot had delayed his flight departure due to foggy weather conditions. He had not logged any instrument flight time from 7/2/86 to the last entry in his pilot flight log, which was for 10/17/96. Also, the pilot's wife reported that her husband had not flown instruments in a long time. Flight control continuity and integrity were verified, and an examination of the engine revealed no preimpact discrepancies.
HISTORY OF FLIGHT On November 12, 1996, approximately 0950 central standard time, a Cessna 182Q, N5116N, was destroyed following a loss of control near Colorado City, Texas. The airplane, owned and operated by a private individual, was being operated under Title 14 CFR Part 91. The instrument rated private pilot, sole occupant of the airplane, was fatally injured. Instrument meteorological conditions prevailed for the business cross country flight for which a flight plan was not filed. After a delay due to fog, the flight departed from Eastland, Texas, at approximately 0900, with the Odessa-Schlemeyer Field Airport, Odessa, Texas, as its intended destination. A person who resides in the area of the accident reported to the investigator-in-charge that at 0930 he heard an airplane fly by and the "engine sounded rough." A witness in the area of the accident reported to the investigator-in-charge that at 0950 he heard the sound of a low flying aircraft proceeding in a northwest direction; however, he could not see the aircraft because of the low cloud cover. "The engine appeared to be a little loud, and this could have been because of the clouds was keeping the noise close to the ground." He "did not hear the engine make a definite miss, or cut out." He then observed the airplane descend from the overcast skies in a left turn, and in a nose low attitude. The attitude of the aircraft did not change while it was within his view. Immediately after the aircraft disappeared from view, he "heard a loud thud and then a couple more smaller thuds with a puff of dust rising into the air." PERSONNEL INFORMATION The instrument rated private pilot's last biennial flight review was completed on April 28, 1995. According to FAA records, the pilot reported a total of 1,200 hours on March 23, 1995, at the time of his third class medical examination. According to company records from American Eagle Insurance, the pilot reported 1,200 total flight hours with 80 hours in make and model at the time of his application for airplane insurance. The pilot received an instrument rating on May 19, 1986. A review of the only known pilot flight log book, provided by the pilot's wife, revealed that the pilot had not logged any instrument flight time from July 2, 1986, to the last entry of October 17, 1996. The pilot's wife reported to the investigator-in-charge during an interview that her husband "had not flown instruments in a long time." The pilot had accumulated 69 hours in the airplane since purchasing it. AIRCRAFT INFORMATION The pilot purchased the 1980 model airplane from Van Bortel Aircraft, Inc. on February 15, 1996, with a total aircraft time of 924.5 hours. The last annual inspection was completed prior to the purchase of the airplane. Total time on the airplane was 994 hours. A review of the airframe and engine records did not reveal evidence that any anomalies or uncorrected maintenance defects existed prior to the flight. The last recorded maintenance performed on the aircraft was the repair and reinstallation of the artificial horizon on October 16, 1996, with a tachometer time of 986.4 hours. The pilot flew the airplane on October 17, 1996, and he did not report any problems with any of the flight instruments. A mechanic at the departure airport reported to the investigator-in-charge that he fueled the airplane on October 23, 1996, at Beaty Aviation, Inc., and it had not flown since being fueled. An estimate of the weight of the airplane at the time of the accident placed it within weight and balance limits. METEOROLOGICAL INFORMATION Recorded weather was not available for the immediate accident site area due to the lack of weather reporting stations. However, the witness indicated that the prevailing ceilings in the area were in his estimation, between 300 and 900 feet AGL, and the visibility was greater than 3 miles. A satellite photo obtained for 1045, indicates the area was experiencing significant cloud cover. Points along the pilot's route of flight and destination reported the following ceilings: at 0956, Reese AFB, Texas, was 900 feet overcast; at 1053, Abilene, Texas, was 2,000 feet broken and 2,600 feet overcast; at 1056, Midland-Odessa, Texas, was 1,900 feet broken. Local weather observations for these and other points surrounding the route of flight are enclosed in this report. At 0801, the pilot received a weather briefing for his route of flight and destination. This weather briefing showed the destination area of Midland, Texas, reported a ceiling of 700 feet overcast at 0756. The computer printout of the pilot's weather briefing is enclosed in this report. WRECKAGE IMPACT INFORMATION The aircraft wreckage was located in a pasture 15 nautical miles south of Colorado City, Texas, at latitude 32 degrees 11.15 minutes north and longitude 101 degrees 1.12 minutes west. The accident site terrain was relatively level with an average elevation of 2,100 feet. The initial ground scar was oriented on a magnetic heading of 002 degrees. The wreckage distribution path was on a centerline of 310 degrees magnetic. The aircraft main wreckage came to rest 238 feet from the initial ground scar on a magnetic heading of 110 degrees. See enclosed wreckage diagram for wreckage distribution details. The left wing was found separated from the fuselage. The right wing was found partially attached to the main fuselage, and the empennage was twisted and attached to the main fuselage by the control cables. Both flaps were determined to be up and the elevator trim was 10 degrees up. One electric operated and one vacuum operated gyros were found along the wreckage distribution path and they exhibited rotational scoring. The fuel selector valve was found in an itermediate position between both on and right on. All flight controls were located within the wreckage distribution path. All flight control cables that were separated exhibited the characteristics of tension overload. Flight control continuity was established. The engine was found separated from the fuselage and came to rest 102 feet beyond the main wreckage. It was intact with all of the accessories separated. The vacuum pump was found and examined. Engine continuity could not be established during the on scene examination due to impact damage; however, no evidence of pre-mishap discrepancies were observed. The engine manufacturer's report is included in this report. The propeller hub was separated from the engine crankshaft, and it was found within the initial ground scar. Both propeller blades were separated from the hub and were also found within the initial ground scar. One blade was wrinkled, had leading edge damage, and displayed "S" type bending. The other blade was bent slightly aft with leading edge damage and chordwise scratching. MEDICAL AND PATHOLOGICAL INFORMATION The autopsy was performed by Lynn Salzberger, M.D., Office of the Medical Examiner, Dallas, Texas. There was evidence of atherosclerotic cardiovascular disease - minimal coronary artery atherosclerosis, and severe atherosclerosis of the aorta; and diverticulosis. Two prescriptions drugs were found in the wreckage bearing the pilot's name. One was Uniphyl (400mg), and the other was Procardia XL (90 mg). Toxicology tests detected Uniphyl (Theophylline) in the lung. The Uniphyl is used for dilation of the brancia, and the Procardia XL is used for high blood pressure. The FAA was aware of the pilot using these drugs. Toxicological findings were positive for ethanol, Isopropanol, Acetaldehyde, Isobutanol, and N-Butanol. According to Dr. Soper, Civil Aeromedical Institute (CAMI), the levels of toxicity found may have been the result of postmortem ethanol production. ADDITIONAL DATA The airplane wreckage was released to the owner's representative.
the pilot's encounter with instrument meteorological conditions (IMC), and his subsequent loss of aircraft control, due to spatial disorientation. Factors relating to the accident were: the clouds, low ceilings, and the pilot's lack of recent instrument experience.
Source: NTSB Aviation Accident Database
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