Heath, OH, USA
N716MC
CESSNA 182T
The pilot was completing a local flight to three nearby airports and was returning to the originating airport. According to witnesses, after a hard touch-and-go landing, the airplane flew east at low altitude with the flaps still extended. The recorded flight track data indicated that, after the landing, the airplane climbed to about 500 ft above ground level (agl), then descended to about 84 ft agl. A doorbell camera video about one nautical mile (nm) from the accident site showed the airplane flying at a low altitude (about 158 ft agl according to the flight track data) with the wings relatively level. Another witness near the accident site observed the airplane about level with a nearby flagpole at the top of a hill (about 50 ft agl). The airplane then made a gradual descent toward the ground. The airplane impacted a wooded area in a nose-low attitude. The 230-yard debris path comprised airplane components and tree branches. Many of the tree branches exhibited diagonal cuts and witness marks consistent with the engine producing power as the airplane descended through the trees. The airplane impacted the ground and continued across a road, where it collided with a metal guardrail before it descended an embankment and came to rest. Examination of the airframe and engine did not reveal any preimpact mechanical malfunctions or failure that would have precluded normal operation. The wing flaps were found retracted at the accident site. Four of the pilot’s flight instructors provided statements about his training history, piloting skills, and other concerns. Their statements were consistent in indicating that the pilot was easily distracted from the task of flying the airplane and tended to drift off course and altitude. The instructors indicated that the pilot was usually “behind the airplane” and had issues with basic airplane control. Based on the pilot’s training history and the accident circumstances, it is likely that the pilot was distracted and did not maintain a safe altitude, which resulted in an inadvertent collision with trees and terrain.
HISTORY OF FLIGHTOn February 1, 2022, about 1340 eastern standard time, a Cessna 182T airplane, N716MC, was destroyed when it was involved in an accident near Heath, Ohio. The pilot was fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations (CFR) Part 91 personal flight. Flight track data retrieved from the pilot’s Foreflight account revealed that the airplane departed Zanesville Municipal Airport (ZZV), Zanesville, Ohio, at 1252. The airplane flew north about 22 nautical miles (nm) to Richard Downing Airport (I40), Coshocton, Ohio, where it appeared to complete a touch-and-go landing. The track then proceeded west about 27 nm toward Mt. Vernon, Ohio, where it made a few turns about 5 nm east of Knox County Airport (4I3). Finally, the airplane flew south about 21 nm to Newark-Heath Airport (VTA), Newark, Ohio. At 1338, the pilot completed a touch-and-go landing at VTA, then departed to the east. The airplane climbed to about 500 ft above ground level (agl), then descended to about 84 ft agl over a residential area. During the last 30 seconds of the flight, the airplane flew about 50 to 100 ft agl and about 145 knots (kts) groundspeed before the flight track ended. Figure 1 shows the approach and landing at VTA, then the subsequent takeoff and low-level flight until the impact with terrain. Figure 1. Google Earth overlay that depicts the accident flight path and points of interest. The labeled altitudes are ft above mean sea level with ft agl noted in parentheses. A witness at ZZV who interacted with the pilot before their respective flights stated that he seemed to be in a cheerful mood and in good health. The pilot told him that he planned to fly around locally for a little while to practice. They departed separately from ZZV. Later, the witness was on the ground at VTA, and observed the accident airplane approach runway 9 from the west. He stated that there was a direct crosswind from the south about 10 kts and the accident airplane approached with full flaps. The airplane made a hard landing, then he heard the engine advance to full power and reported that it sounded normal. The airplane climbed out slowly with full flaps and made a few “jerk like” small corrections in heading and altitude. A second witness at VTA watched the accident airplane land on runway 9, which was the opposite direction of the other departing traffic. He did not hear the accident pilot make any radio transmissions. The airplane approached with what appeared to be 30° flaps extended, and then made a “shaky landing” that appeared “hard enough to possibly damage the firewall.” The airplane departed and the “engine was making good power and sounded good.” The witness stated that the airplane appeared a bit “wobbly,” low, and that it was not climbing well. The wing flaps remained extended at least 30° until he could not see the airplane behind the hill to the east. A doorbell camera video along the accident route of flight, about 1 nm southwest of the accident site, showed the airplane flying at a low altitude with the wings relatively level. Another witness near the accident site observed the airplane flying west to east at a low altitude. He stated that the airplane was level with the flagpole at a nearby cemetery. The cemetery flagpole was located on the top of a hill about 230 yards from the beginning of the accident site. The top of the pole was estimated to be about 1,040 ft above mean sea level (msl). The flight track data showed that the airplane flew about 60 yards laterally from the flagpole about 1,026 ft msl (50 ft agl). PERSONNEL INFORMATIONAccording to the pilot’s flight logbook, he logged 349.6 hours of total flight time before the accident. On September 28, 2020, he completed a prepurchase demonstration flight in the accident airplane. Since that date, the logbook entries were exclusive to the accident airplane and totaled 73.6 hours. A Federal Aviation Administration (FAA) inspector interviewed four flight instructors who had flown with the accident pilot between 2014 and October 2020. The pilot’s first flight instructor, who flew with the pilot during his initial private pilot training between 2014 and 2016, stated that he refused to endorse the pilot for solo flight due to concerns with his ability to remain focused on flying the airplane, his inability to land in any type of crosswind, and concerns that the pilot was unable to manage emergency or abnormal situations without assistance. The pilot’s second flight instructor reported that the pilot’s performance was “inconsistent,” that he was easily distracted from the task of flying the airplane, and that he would frequently “get behind the aircraft.” This instructor recommended the pilot for his private pilot practical test twice, with unsatisfactory outcomes. After the second practical test attempt, the pilot indicated to him that he was “going to stop flying and pursue other things.” The instructor was subsequently surprised to hear from the pilot in 2020 that he had received his private pilot certificate. The third flight instructor also described the pilot as inconsistent and stated that the pilot tended to fixate on instruments and drift off course and/or altitude. He stated that the pilot was consistently behind the aircraft and had difficulty with directional control. The fourth flight instructor, who flew with the pilot in the accident airplane, stated that he felt the pilot’s airmanship was “weak” and that he needed additional training. He also stated that he felt the pilot was “safe to operate the airplane in fair weather,” but was “behind the aircraft” and had issues with basic aircraft control. WRECKAGE AND IMPACT INFORMATIONThe airplane impacted a wooded area in nose-low attitude. The initial tree impact was estimated to be about 50 ft high with corresponding airplane debris on the ground beginning near that point. Airplane components and tree branches were located on the ground and extended about 230 yards from the initial impact point toward the main wreckage. The right wing was found separated in the debris path about 70 ft from the initial tree impact. The right wing and other leading edge surfaces exhibited round indentations and impact damage consistent with tree contact. At least 30 tree branches were found on the ground that exhibited diagonal cuts and paint transfer consistent with propeller contact. Figure 2 shows a hole in the trees that corresponded to the downed branches and airplane wreckage debris. Figure 2. This photo was taken looking back toward the initial ground impact point (circled in yellow) and shows a hole in the trees above the debris field, circled in red. The hole in the trees corresponds with airplane debris and broken tree branches in the woods directly underneath. The airplane impacted the ground and continued across a road, where it collided with a metal guardrail before it descended an embankment and came to rest. A large portion of the left wing and the empennage separated from the airplane and remained next to the guardrail. The fuselage and engine were found beyond the embankment and among trees. The engine came to rest under a large tree that exhibited significant impact damage and associated cuts about 20 ft high. The front left seat separated from the fuselage seat rails and was located about 5 ft from the cockpit. The 3-point seatbelt remained buckled, and the webbing had been cut by first responders in multiple locations. The webbing exhibited stretching at the buckle, anchor point, and the inertia reel. Examination of the airframe revealed that all flight control cable ends remained attached to the respective controls. Flight control cable continuity was traced through multiple overload separations. The flap selector handle was found in the UP position. The flap actuator jackscrew corresponded to a fully retracted position. The engine displayed impact damage primarily to its bottom and left aft side. The No. 6 cylinder head separated from the cylinder barrel during impact. The No. 6 cylinder barrel remained attached to the crankcase. The cylinder barrel was damaged from the impact forces at the point where the cylinder head separated. A portion of the No. 6 cylinder head remained wedged with the cylinder barrel and No. 4 cylinder. The remainder of No. 6 cylinder was found beside the engine at the accident site. The three-bladed metal propeller remained attached to the crankshaft flange. One of the three blades separated from the propeller hub during impact. The second blade was missing the blade tip. All three blades displayed leading edge damage and S-shaped bends. The examination did not reveal any preimpact mechanical malfunctions or failure that would have precluded normal operation. MEDICAL AND PATHOLOGICAL INFORMATIONAn autopsy of the pilot was performed by Office of the Coroner, Licking County Ohio, Newark, Ohio, which listed the cause of death as “blunt force injury to head, neck, and torso.” The FAA Forensic Sciences Laboratory performed toxicological testing on specimens from the pilot. No drugs, carboxyhemoglobin, or ethanol were detected. Fexofenadine, and its metabolite azacyclonol, was detected. Fexofenadine (Allegra) is a non-prescription, non-sedating antihistamine used to treat seasonal allergies and is acceptable for pilots. This medication was not reported at the last physical exam. Warfarin was detected. Warfarin (Coumadin) is an oral anticoagulant used to treat blood clots or prevent new blood clots from forming especially around implanted devices such as artificial heart valves. Warfarin is conditionally acceptable for pilots and requires Special Issuance. This medication was not reported at the last physical exam. No medications were detected that would have posed a hazard to flight safety.
The pilot’s failure to maintain altitude after takeoff, which resulted in collision with trees and terrain.
Source: NTSB Aviation Accident Database
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