NTSB Factual Report

HISTORY OF FLIGHT

On April 21, 1999, at 2240 central daylight time, a Cessna 182G airplane, N2330R, was destroyed upon impact with terrain while maneuvering near Blanco, Texas. The non-instrument rated private pilot, sole occupant and owner of the airplane, was fatally injured. Dark night instrument meteorological conditions prevailed at the time of the accident. A weather briefing was obtained, but a flight plan was not filed for the 14 Code of Federal Regulations Part 91 cross-country flight that originated from the Coleman Municipal Airport near Coleman, Texas, at approximately 2130.

According to the pilot's wife, the pilot finished working at Coleman, Texas, around 2100 and was planning on flying to the San Geronimo Airport (8TA0) near San Antonio, Texas, that night. Witnesses near the accident site reported observing the airplane flying "extremely low" from the northwest toward the southeast. The witnesses added that the airplane turned toward the south, then disappeared behind a hill. All but one of the witnesses stated that they heard a constant engine noise, which became "muffled" when the airplane went behind the hill. They reported hearing the sound of the airplane impacting the ground and then seeing the first signs of a fire. The witnesses reported that the airplane remained below the "low" clouds and that a light drizzle was falling.

PERSONNEL INFORMATION

The pilot was issued a private pilot certificate in November 1986. He had accumulated a total of 1,193 hours of flight time at the time of the accident, of which 38 hours were in the same make and model as the accident airplane. Examination of the pilot's logbook revealed that the pilot had logged 55.4 hours of night flying experience, and 9.2 hours of simulated instrument conditions training. The pilot was issued a second class medical certificate on December 23, 1998. According to the pilot's logbook, he had been endorsed as completing a biennial flight review on March 8, 1999. According to the pilot's family, he had started training for the addition of an instrument rating. He finished an instrument home study course and successfully passed the instrument written exam.

AIRCRAFT INFORMATION

The 1964 model Cessna 182 had a Continental O-470-R six-cylinder engine. On April 2, 1999, an Apollo GPS 6X was installed and endorsed for flight. On the same day, an altimeter systems test, altitude reporting (transponder) equipment test, and static systems test were completed and endorsed for flight.

According to the aircraft's maintenance records, the airplane was endorsed as having undergone its last annual inspection on February 2, 1999, at an aircraft total time of 3,342.35 hours. The engine was last overhauled on May 17, 1978. During the last 100-hour inspection, the engine had accumulated 1,459.43 hours since the engine overhaul. At the time of the accident, the airplane and engine had accumulated 3,359.15 total hours. No record of any uncorrected discrepancies was found in the aircraft's maintenance records.

METEOROLOGICAL INFORMATION

At 2251, the weather observation facility at New Braunfels Airport (BAZ), which is located 36 miles southeast of the accident site, was reporting the wind from 160 degrees at 16 knots, visibility 10 statute miles, overcast ceilings at 1,700 feet, temperature 72 degrees Fahrenheit, dewpoint 63 degrees Fahrenheit, altimeter setting 29.69 inches of Mercury.

At 2253, the weather observation facility at the San Antonio International Airport (SAT), which is located 37 miles south of the accident site, was reporting the wind from 140 degrees at 15 knots gusting to 21 knots, visibility 10 statute miles, overcast ceilings at 1,500 feet, temperature 70 degrees Fahrenheit, dewpoint 64 degrees Fahrenheit, altimeter setting 29.89 inches of Mercury.

The cloud ceilings reported in the weather observations are above ground level altitudes. The field elevation for BAZ is 649 feet and the field elevation for SAT is 809 feet. With the reported ceilings being 1,700 and 1,500 feet respectively, the approximate ceiling at the accident site would have been 2,300 feet mean sea level. Subtracting the accident site elevation of 1,550 feet leaves approximately 800 feet between the terrain and the base of the clouds.

WRECKAGE AND IMPACT INFORMATION

The aircraft came to rest on a private ranch in a hilly, sparsely wooded area, approximately 24 miles east of a direct line course from Coleman, Texas, to the San Geronimo Airport. The wreckage energy path initiated near the top of a hill and continued down the hill along a magnetic heading of 270 degrees. The initial impact marks were with small brush trees near the top of the hill. There were three shrub/trees with freshly cut branches missing from the tops near the first ground scar. Pieces of the aircraft lay scattered on the ground initiating about 18 feet from the first tree impact marks. Along the wreckage path, the right wing strut, a portion of the right outboard wing, both propeller blades, the right and left front seats, the left and right doors, and other miscellaneous pieces of the aircraft were found. The main wreckage came to rest about 300 feet from the first evidence of tree and terrain impact. The main wreckage consisted of the empennage, both wings, and the fuselage including the burnt remains of the cockpit. The engine came to rest 183 feet west of the main wreckage.

Both the left and right wing were separated from their roots and came to rest inverted next to the fuselage. The left wing strut was still attached to the wing, but was separated from the body of the airplane. The empennage came to rest upright, and sustained fire damage in the area where it connects to the fuselage. The vertical stabilizer was undamaged. The outboard tip of the left horizontal stabilizer was bent down. The leading edge of the right horizontal stabilizer was dented.

Flight control continuity was confirmed from the flight control surfaces, through molten aluminum, to the cockpit area. The flight controls in the cockpit were destroyed. The flap actuator was found in the retracted position.

Engine control continuity was compromised during the separation of the engine from the fuselage. The engine came to rest with the oil cooler, prop governor, and magnetos still attached. The starter, alternator, carburetor, and vacuum pump were separated from the engine and found along the wreckage path leading up to the main wreckage. The oil sump contained two punctures. All valve covers on the right side of the engine were damaged. The exhaust muffler was separated from the engine and was found flattened.

The vacuum pump cover was removed in the field for inspection of the pump. The vacuum pump was a "wet pump" design, and was found to be intact with no evidence of uneven wear on the vanes or bearings. The carburetor was located resting on the right wing and was disassembled and examined in the field. The case was cracked and fire damaged. The carburetor's floats appeared to be intact. The accelerator pump was intact except for a portion of the pump seal that was found burnt away.

The propeller blades were separated at the hub and were found along the wreckage path. Both blades were twisted and displayed chordwise scarring and gouging. The propeller hub was fractured and the propeller piston was found along the wreckage path.

FIRE DAMAGE

The cockpit was destroyed by fire. The roots of both the left and right wings were melted and charred by the fire. Black soot was found on both the top and bottom of the wings.

MEDICAL AND PATHOLOGICAL INFORMATION

An autopsy was performed on the pilot by the Travis County Medical Examiner. Toxicology tests revealed hydroxyzine in the blood and urine and cetirizine in the urine. The toxicology report did not indicate the amounts of these substances, indicating that the amounts were below the lab's limit of quantitation. Hydroxyzine and cetirizine are drugs typically used to combat allergy symptoms and do have sedative properties. Interviews with the pilot's wife indicated that the pilot took the medications for his allergies and only before sleeping.

TESTS AND RESEARCH

On May 13, 1999, the NTSB investigator-in-charge examined the engine along with a representative of the engine manufacturer. The engine crankshaft was rotated manually, confirming crankshaft continuity to the accessory section. The oil filter was removed and found clean and clear with no metal deposits. All six cylinders produced thumb compression. All the rocker arms moved when the crankshaft was rotated with the exception of the number 1 exhaust rocker arm, which was separated at the accident site. Both magnetos were removed and rotated manually, producing a spark at all terminals. No anomalies were found during the examination that would have prevented engine operation at the time of the accident.

ADDITIONAL INFORMATION

The aircraft wreckage was released to the owner's representative on June 1, 1999.

NTSB Probable Cause

The pilot's continued flight into adverse weather conditions and his failure to maintain clearance with terrain. Factors were, the low cloud and drizzle weather conditions, and the dark night light conditions.