New River, AZ, USA
N2454M
Cessna 182S
The day prior to the accident, the pilot, who was employed as a flight instructor, flew two instructional flights. Following the last flight, about 1511, the pilot went home to take a nap, as he had only 4 hours sleep the night before. Later that afternoon, the pilot and a passenger flew the airplane to a nearby city to have dinner with the pilot's uncle. They left about 2130 for other social plans. At 0231 to 0234 the following morning, they were videoed entering the security gate at the airport en route to their airplane. Radar data recorded that they departed at 0313 and flew north; the airplane leveled off at 8,500 feet. At 0330, radar contact was lost. There was cloud cover in the accident area with tops approximately 10,000 to 11,000 feet, and the bottoms approximately 5,500 feet msl. There was no moon, and the area around the accident site was sparsely populated with few ground lights. A witness saw a flashing red light come out of the bottom of the clouds. She said she saw the airplane drop twice, and each time saw something like car headlights. The airplane went behind the mesa, and a flash of light was seen. Search and rescue teams found the airplane the following day. Examination of the accident site indicated the airplane impacted the terrain in an estimated 110 degree left bank, with its nose level. Postaccident examination of the wreckage revealed no evidence of preimpact mechanical or airframe discrepancies that would have prevented normal operation. Toxicology tests of the pilot and passenger were positive for volatiles (alcohol); however, due to two day delay in recovering the bodies, it could not be determined if the alcohol was ingested or the result of postmortem decomposition.
HISTORY OF FLIGHT On July 15, 2007, at 0330 mountain standard time, a Cessna 182S, N2454M, was substantially damaged when it impacted mountainous terrain near New River, Arizona. The instrument rated commercial pilot and his instrument rated private pilot passenger were fatally injured. A private individual was operating the airplane under 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed for the night cross-country personal flight's departure from Scottsdale, Arizona. The flight originated approximately 17 minutes before the accident. A flight plan had not been filed, but friends of the pilot said the destination was Prescott, Arizona. The pilot and his passenger departed Prescott late on July 14 to have dinner with the pilot's uncle. The uncle said that he took them to a pizza restaurant near the Scottsdale Airport; they parted company at approximately 2130. Friends of the two men said that they were intending to stay the night, but were prepared to fly back to Prescott if their plans changed. Security cameras at the Scottsdale Airport show the pilot and his passenger passing through a security gate to the flight line, at 0231 to 0234. Federal Aviation Administration (FAA) radar data indicated that the airplane departed Scottsdale on runway 03, at 0313. The pilot's cell phone records indicate that he made a call at 0310 and he sent his last text message at 0319. The airplane flew north with a ground speed of about 90 knots; it climbed steadily until 0327:02 when it leveled off at 8,500 feet mean sea level (msl). After 0328:43, the FAA radar data recorded primary returns only, and the last radar return was received at 0329:44. A witness, located 6.2 nautical miles (nm) south of the accident site, said she saw the flashing red light of an airplane above the mesa. She said that it appeared to be moving up and down, and was not in level flight. She said "the plane dropped twice and each time I saw a white light, something like a car headlight. The plane went out of sight [behind the mesa] for a few seconds and then a flash of light lit the sky just above the mesa." When the airplane did not arrive at its destination, concerned family members called authorities. On the morning of July 17, 2007, search aircraft were sent to the location of the last recorded radar return and found the downed airplane. PERSONNEL INFORMATION The 23 year old pilot's most recent first class Federal Aviation Administration (FAA) medical certificate was issued on February 21, 2007. At the time of the accident, the pilot had been a flight instructor for approximately 2 ½ years. He successfully completed a multiengine chief flight instructor's check ride with a FAA inspector on May 24, 2007. A review of the pilot's flight logbook, his employer's flight records, and one of his student's flight log books indicate that he had accumulated approximately 2,341 hours of flight experience. He had logged 2.8 hours of instrument meteorological conditions (IMC) flying on or before April 17, 2004. Over the next 28 months, he acquired an additional 5.9 hours of IMC flying as a flight instructor. His last logged IMC time, with a precision approach, was .5 hours with a student on March 23, 2007. The pilot's first documented flight in a Cessna 182 was on March 9, 2007, for 1.5 hours. All his remaining flying experience was in Cessna 182s. Approximately 57.7 hours was accumulated in the accident airplane. On July 14, 2007, the pilot flew two instructional flights for a total of 2.7 hours. The last flight's "time in" was 1511. After this flight was over, the pilot told his employer that he was going home to take a nap, because he had gotten only 4 hours sleep the night before. The passenger was an instrument rated private pilot. He was currently a commercial student and receiving instruction with the pilot The school's flight records indicated that the passenger had flown at least 10 times with the pilot during the previous 65 days. The passenger's flight logbooks were not located during the investigation. He and the pilot were roommates. AIRCRAFT INFORMATION The airplane was a single engine, propeller-driven, fixed landing gear, four seat airplane, with dual flight controls, which was manufactured by Cessna Aircraft Company in 2000. Its maximum takeoff gross weight was 3,100 pounds. It was powered by a Lycoming IO-540-AE1A5, six cylinder, reciprocating, air cooled, fuel injected engine, which had a maximum takeoff rating of 235 horsepower at sea level. Maintenance records indicate that the last annual inspection was performed on May 2, 2007; the airframe had 1,176 hours of flight time on it at the time of that inspection. The last biannual test and inspection of the static pressure system, each altimeter instrument, and each automatic pressure altitude reporting system was completed approximately 29 months before the accident. METEOROLOGICAL INFORMATION At 0353, the weather conditions at Scottsdale Airport (elevation 1,510 feet), Scottsdale, Arizona, located 155 degrees for 22 nm from the accident site, were as follows: wind calm; visibility 10 statue miles; clear of clouds (to about 12,000 feet agl); temperature 89 degrees Fahrenheit; dew point 55 degrees Fahrenheit; altimeter setting 29.91 inches of mercury. At the same time, Phoenix Deer Valley Airport (elevation 1,478 feet), located 180 degrees for 17 nm from the accident site had nearly identical weather conditions. However, both locations reported thunderstorms at 0453. The moon had set at 2016 the preceding day; it did not rise until 0633 on the day of the accident. The National Transportation Safety Board's staff meteorologist reviewed weather data and reported that there was a weak area of low pressure near the Arizona-California border. He stated that satellite infrared imagery indicated very light reflectivity in the accident area, i.e., no significant convective signatures. He estimated cloud tops in the Scottsdale area were about 17,000 feet msl. Satellite data indicated that a lower overcast cloud layer with tops about 10,000-11,000 feet msl was present in the accident area. A weather observation from Williams Gateway Airport (IWA, elevation 1,382 feet), located 125 degrees for 50 nm from the accident site, just prior to the accident reported scattered clouds at 8,000 feet agl. A local resident, who witnessed the airplane descend out of the clouds, thought that the cloud bases were approximately 1,000 to 1,500 feet above the mesa (immediately south of the accident site), or 5,000 to 5,500 feet msl. She also said that the weather over the mesa and in the valley where she lived was solid overcast, and no stars were visible. WRECKAGE AND IMPACT INFORMATION The airplane impacted rugged, mountainous terrain (elevation 2,962 feet), near New River, Arizona. The vegetation was scrubby brush and cactus averaging 6 to 8 feet in height. The wreckage debris path was on a 195 degree heading and it extended for approximately 192 feet. All of the airplane's major components were accounted for at the accident site. Flight control cable continuity was partially confirmed for all flight controls. The initial ground scar contained red plastic chips, which were compatible with the left wing's navigation light. The brush in the initial impact area indicated that the airplane was in an estimated 110 degree left bank, nose level when it impacted terrain. About 20 feet from first impact was a one-foot deep gouged hole in the rocky terrain, with a propeller blade sticking out of it. The remaining two blades were found approximately 35 and 40 feet further down the debris path. The main fuselage and cockpit were located about 60 feet further along the debris trail, and they were totally compromised. Both wings separated from the fuselage, and portions of their flight controls were separated from the wings. The elevators had also separated from their respective stabilizers. Post impact fire consumed portions of the cabin area and empennage. The engine was found stripped of all accessories, baffling, and oil sump. Cylinder heads #1, #2, and #4 were found separated from their cylinders exposing the pistons. There was a large section of case missing at the base of #1 cylinder, which exposed the crankshaft and cam. The propeller flange was separated even with the case. The flange and propeller hub were not located or identified at the accident site. Cylinders #3, #5, and #6 were borescoped and no anomalies were noted. Sparkplugs #3 and #5 appeared normal as compared to the Champion Aviation Check-A-Plug Chart. Engine drive train continuity was established throughout the crankshaft, camshaft, connecting rods, pistons, and accessory gears. No evidence was found of any pre-impact mechanical discrepancies with the airplane's airframe or engine that would have prevented normal operation. MEDICAL AND PATHOLOGICAL INFORMATION The Maricopa County, Phoenix, Arizona, Office of The Medical Examiner, performed autopsies on the pilot and his passenger on July 19, 2007. They determined that the cause of death for both of the occupants was "multiple blunt trauma." The FAA's Civil Aeromedical Institute (CAMI) in Oklahoma City, Oklahoma, performed toxicology tests on the pilot and his passenger. According to CAMI's report on the pilot, carbon monoxide and cyanide tests were not performed. Muscle tissue was tested with negative results for drugs; the volatile concentrations were 303 mg/dL ethanol, 5 mg/dL N-butanol, and 39 mg/dL N-propanol. The passenger was also not tested for carbon monoxide or cyanide. His kidney samples were tested with negative results for drugs; the volatile concentrations were 309 mg/dL ethanol and 7 mg/dL N-propanol. His muscle tissue sample had volatile concentrations of 142 mg/dL ethanol and 6 mg/dL N-propanol. TESTS AND RESEARCH No records were located to indicate that the pilot had received a weather briefing for the flight. Security cameras at the Scottsdale Airport show the pilot, wearing a white hat, actuating the security box to enter the flight line. He was carrying a box with him to the airplane; the resolution of the images was insufficient to determine its contents. Fragments of brown glass were found at the accident site.
The pilot's inadvertent VFR flight into IMC and his ensuing failure to maintain aircraft control while in cruise flight. Contributing factors were the cloudy weather and the dark night conditions.
Source: NTSB Aviation Accident Database
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