History of Flight
The flight originated from Carlsbad, New Mexico, earlier in the day. The pilot made an intermediate stop in Olney, Texas, where he added 26.2 gallons of fuel. While approaching Hot Springs Municipal Airport (HOT) at about 1700 central daylight time on March 24, 2011, the pilot transmitted a mayday call stating that the engine had quit and that he would attempt to land on a golf course west of the airport. Witnesses near the airport reported that the airplane made no noise as it passed overhead. One witness observed the airplane flying low and quietly before the left wing struck a tree branch. The airplane then spun and collided with the ground.
Personnel Information
The pilot held a private pilot certificate for single-engine land airplanes. He was issued a third-class Federal Aviation Administration medical certificate on December 17, 2009. According to his flight log, he had accumulated approximately 333 total flight hours, with about 241 hours in the accident airplane.
Aircraft Information
The airplane was a 1968 Cessna 182M, registration N70922, a single-engine, high-wing, four-seat aircraft with tricycle landing gear. It was powered by a Continental O-470-R reciprocating engine rated at 230 horsepower, driving a McCauley two-blade constant-speed propeller. The last annual inspection was completed on May 26, 2010, at an aircraft time of 5,698.7 hours. The engine had accumulated 1,304.4 hours since overhaul at that time. The tachometer at the accident site read 5,718.07 hours.
Meteorological Information
The automated weather observation at HOT at 1653 reported clear skies, visibility 10 miles, calm winds, temperature 68°F, dew point 28°F, and an altimeter setting of 29.99 inches of mercury. According to the FAA’s carburetor icing probability chart, conditions were not favorable for carburetor icing at the time.
Communications
The pilot was in contact with Memphis Air Route Traffic Control Center (ARTCC) while en route. Upon reporting the airport in sight, radar services were terminated. The pilot then set the transponder to the VFR code (1200) and switched to the HOT Common Traffic Advisory Frequency (CTAF). Several people monitoring the CTAF heard the pilot’s distress calls.
Radar Information
Radar data showed the airplane approaching HOT from the west at 5,500 feet. At 1641, the transponder code changed to 1200. At 1644, the airplane began its descent from 5,400 feet. The last radar contact at 1646 placed the airplane at 3,100 feet, heading east toward the airport.
Wreckage and Impact Information
The airplane came to rest in an open, rolling field bordered by trees. The initial impact point appeared to be a large tree branch in the flight path. Small pieces of wreckage and broken branches were scattered along a path approximately 140 feet long, heading east. There was no post-impact fire. The wreckage was in a nose-down attitude resting on its main landing gear, with the forward fuselage and engine area crushed into the cabin.
Both wings exhibited accordion-style crushing along the leading edges, with the left wing sustaining heavy damage near the tip. The left wing was nearly separated at the root and was angled forward. Both wing fuel tanks were breached; about one gallon of fuel was recovered from the left tank and about three gallons from the right. A fuel odor was present.
A portion of the carburetor had separated and was not located. The throttle control lever and plate were observed in approximately the mid-travel position, with the cable still attached. Flight control continuity was confirmed from the cockpit to the ailerons, elevator, and rudder. The elevator trim tab was set at five degrees down (nose-up), and the flap actuator indicated a five-degree flaps-down position. The two-blade propeller remained attached to the crankshaft flange; one blade was bent approximately 45 degrees near mid-span.
Medical and Pathological Information
An autopsy conducted by the Arkansas State Crime Laboratory determined the cause of death for the pilot as "multiple injuries." Forensic toxicology tests performed by the FAA were negative for carbon monoxide, cyanide, and ethanol. The tests detected acetaminophen (Tylenol) in blood and urine, cetirizine (an allergy medication) in blood and urine, famotidine (Pepcid, for heartburn) in urine only, and hydrocodone (an antitussive/nasal decongestant/antihistamine) in urine only. Dihydrocodeine was detected in urine but not in blood.
Engine and Airframe Examination
The wreckage was examined at a salvage yard. The carburetor fuel screen and gascolator were clear of debris. Spark plugs showed normal operating signatures. Thumb compression and suction tests were performed, and crankshaft continuity was confirmed. Both magnetos produced sparks at ignition leads. Borescope inspection of cylinders revealed normal combustion deposits and no scoring. The oil filter contained no metal particles, and the oil pump interior was free of scoring. The examination did not reveal any pre-impact mechanical anomalies, and the reason for the loss of engine power could not be determined.