History of Flight
On August 10, 2008, at approximately 1400 central standard time, a Cessna 182T, registration N214MT, was destroyed when it struck terrain near Cassville, Missouri. The private pilot, the sole occupant, sustained fatal injuries. The airplane was owned by 733 LLC of Kansas City, Missouri, and operated by the pilot. Instrument meteorological conditions prevailed at the time, and no flight plan had been filed for the personal flight conducted under 14 CFR Part 91. The flight departed Turkey Mountain Estates Airport (MO00), Shell Knob, Missouri, around 1355, destined for Lee's Summit Municipal Airport (LXT) in Lee’s Summit, Missouri.
The pilot contacted the automated flight service station (AFSS) multiple times on the morning of the accident, beginning at about 0600, to discuss weather conditions for a planned visual flight rules (VFR) flight. A family member who had been with the pilot that weekend stated he was eager to return home because he had a business trip scheduled the next day.
A friend who regularly flew with the pilot reported that it had rained that morning and he tried to convince the pilot not to fly. During a phone call at 1000, the friend offered to ferry the airplane back later in the week, but the pilot mentioned seeing improving weather to the north. In another call at 1338, the pilot noted that the ceiling at Monett was 3,000 feet and believed he would be in the clear after passing that area.
A witness about one mile south of the accident site heard an airplane flying low, sounding as if it were directly overhead and hidden in clouds. Looking toward the sound, the witness saw the aircraft emerge from clouds with its tail up in a nose-down dive. Smoke appeared immediately after the airplane passed behind trees, prompting the witness to call 9-1-1. First responders located the wreckage at approximately 1420 in forested, hilly terrain about 7 miles north-northwest of MO00.
Fuel records were not provided, but individuals familiar with the pilot’s habits estimated that he had last refueled at LXT several days before. The airplane was estimated to have 50 to 60 gallons of fuel on board at the time of the accident.
Personnel Information
The pilot, aged 77, held a private pilot certificate with a single-engine land rating and was not instrument rated. He was issued a third-class medical certificate on September 27, 2006, with a corrective lens requirement, and reported 464 flight hours at that time. His most recent biennial flight review was dated February 22, 2007. His logbook was not found; however, based on FAA records, company logs, maintenance documents, and statements from family and friends, it was estimated he had logged approximately 560 total hours, with about 400 hours in the accident airplane and roughly 25 hours in the preceding 90 days.
Aircraft Information
N214MT (serial number 18281160), a Cessna 182T model, was manufactured in 2002. It was a high-wing, four-place, single-engine land airplane powered by a Lycoming IO-540-AB1A5 engine (230 horsepower) driving a McCauley three-blade constant-speed propeller. The airplane received a standard airworthiness certificate on September 26, 2002, in the normal category, and was registered to the owner on June 22, 2004. The last annual inspection was on December 12, 2007, at a total airframe time of 416 hours. It was equipped with an autopilot, GPS, ground proximity warning system, and was certificated for instrument flight.
Meteorological Information
At 1300, the National Weather Service surface analysis depicted a low pressure system and frontal wave over Oklahoma moving northeast, producing extensive low ceilings and reduced visibility in rain and fog. GOES-12 visible satellite imagery confirmed low broken to overcast clouds over the departure airport and accident site. An AIRMET was current for IFR conditions, expected to persist until 1200 to 1400. Observations indicated IFR to marginal VFR conditions at the time, with VFR conditions farther north near Springfield, Missouri.
A pilot who departed MO00 around 1330 reported scattered thin clouds at 1,500 feet, broken to overcast at 2,500 to 3,000 feet MSL, and in-flight visibility of 10 miles. He noted darker clouds to the north with ragged bases around 1,500 feet MSL.
At 1350, Rogers Municipal Airport (ROG) reported wind 070° at 8 knots, visibility 10 miles, scattered at 1,000 feet, broken at 1,600 feet, overcast at 2,300 feet. At 1353, Boone County Airport (HRO) reported wind 100° at 8 knots, visibility 1.25 miles in light rain and mist, overcast at 400 feet. At 1355, Springfield Branson National Airport (SGF) reported wind 110° at 13 knots, visibility 10 miles, few at 2,400 feet, broken at 3,200 feet, overcast at 3,900 feet. At 1352, Monett Municipal Airport (M5B) reported wind 100° at 6 knots gusting to 14, visibility 10 miles, scattered at 1,700 feet, overcast at 2,800 feet.
A witness about one mile south of the accident site estimated overcast cloud bases at 300 feet AGL at the time, with the witness’s location at approximately 1,520 feet MSL.
Wreckage and Impact Information
The accident site was in forested hilly farmland at 36° 41' 19" N, 093° 42' 24" W, at an estimated elevation of 1,150 feet MSL. The first point of impact was a broken tree top struck by the right wing. The main wreckage lay 30 feet from that tree on a bearing of 213°, with an impact angle of 44° from vertical. A second broken tree was 10 feet from the main wreckage on a bearing of 320°, with an angle of 77° from vertical.
The main wreckage (engine, propeller, fuselage, landing gear, tail surfaces) was in a shallow impact crater on rocky upsloping terrain. A post-impact fire consumed a large portion of the fuselage; the remainder collapsed. Both upper wing skins over fuel tanks were separated and found uphill. The left wing was in multiple pieces. Leading edges of both wings and the right horizontal stabilizer exhibited crushing. The left horizontal stabilizer and elevator were separated from the empennage. Control cable continuity could not be confirmed due to damage.
Most of the right wing was at the base of a tree 10 feet north of the main wreckage, with a tree branch embedded mid-span. The flap actuator had separated; its position indicated the flaps were retracted. Debris was scattered along bearings of 125°, 215°, 270°, and 325°. The pilot’s seat was in multiple pieces and separated from the fuselage with seat track fragments. The fuel selector handle and valve were not located.
The engine was partially buried and removed with a crane. The front crankcase separated, exposing the crankshaft. Cylinder 6 head separated from its base. The upper vacuum pump was melted; the lower vacuum pump cap was off and its rotor fractured. Two propeller blades separated from the hub with leading edge damage and chordwise scratches; the third blade was under the engine.
No pre-impact anomalies of the airframe, flight controls, engine, or components were found that would have precluded normal operations.
Pathological Information
The Barry County Coroner in Cassville, Missouri, attributed the cause of death to massive deceleration from the airplane crash. Autopsy and toxicology protocols were not performed.