History of Flight
On October 26, 2011, about 1837 Pacific daylight time, a Cessna 182R, registration N6545E, collided with terrain near Lexington, Oregon. The pilot/owner was operating under 14 CFR Part 91 as a private pilot. The cross-country personal flight departed Pasco, Washington, about 1806, destined for Lexington. Night visual meteorological conditions prevailed; no flight plan was filed.
The pilot flew from Lexington to Pasco to pick up his passenger. After departure, the passenger reclined his seat. When the pilot announced they were approaching Lexington, the passenger sat up. On a 5-mile base leg, they could see the runway lights, then the airplane unexpectedly struck the ground. The passenger reported no warning from the pilot.
The passenger sustained severe foot injuries and other serious injuries. The pilot was conscious but trapped in the wreckage. The passenger crawled nearly 2 miles to a home about 4 hours later.
A friend reported the airplane overdue. Authorities located the pilot's car at the airport. After the passenger was found, first responders located the accident site.
Radar data showed the target originating at Pasco at 1801:59 at 400 feet. It climbed to 4,400 feet at 1812:30, tracked southwest, then began descending at 1831:37. The last target at 1837:12 indicated 2,300 feet near the accident site.
Personnel Information
The 65-year-old pilot held a private pilot certificate with single-engine land and instrument ratings. He held a third-class medical certificate issued November 18, 2010, with a limitation for near-vision glasses.
A logbook found in the wreckage contained flights from August 1, 2003, in N6545E. The last logged flight was October 25, 2011. Estimated total flight time was 1,827 hours; 33 hours in the previous 90 days, 24 in the previous 30 days. A biennial flight review was completed October 19, 2010.
Aircraft Information
The Cessna 182R, serial number 18268373, had a total airframe time of 2,750.2 hours at the last annual inspection on March 15, 2011. The engine was a Continental O-470-U (18), serial number 273185-R, with 4,601.7 hours total time and 988.5 hours since major overhaul.
Meteorological Information
The nearest weather station (Hermiston, Oregon) reported at 1753 PDT: wind 080° at 5 knots, visibility 10 miles, clear sky, temperature 19°C, dew point 5°C, altimeter 29.91 inHg. The moon was 0% illuminated.
Wreckage and Impact Information
The accident site was on a ridge in a wheat field. The first identified point of contact (FIPC) was a ground scar. Main wreckage coordinates: 45°27.155'N, 119°37.068'W, elevation 2,262 feet. The engine separated and was found 386 feet from the FIPC; the oil filter was 100 feet forward. The debris path bore 254° magnetic; the fuselage heading was about 330°.
The main wreckage included the fuselage, empennage, and wings. The wings folded onto each other; the aircraft rolled about 135° onto its left side. The cabin sustained upward crush damage on the bottom and inboard crush on the left side.
Medical and Pathological Information
An autopsy listed the cause of death as blunt force head and chest trauma. Chest trauma included bilateral rib fractures with flail chest and 200 cc of blood in the right chest cavity. Head trauma included a large scalping laceration but no brain injury. Extremity injuries included fracture dislocations of the left wrist and ankle and a compound fracture of the right ankle. Toxicology tested negative for carbon monoxide, cyanide, and volatiles. Diphenhydramine was detected in urine but not in blood.
Tests and Research
Examination of the airframe and engine revealed no evidence of mechanical malfunctions or failures that would have precluded normal operation. Flight control continuity was established for ailerons (balance cable cut by first responders), elevators, and rudder. Elevator trim measured 1.41 inches (5° tab up). Flaps were up; fuel selector was in BOTH; the gascolator was clean.
The engine was examined: one propeller blade and hub portion remained; oil pan crushed upward with holes; all cylinders attached; vacuum pump, carburetor, and oil filter separated. No pre-impact anomalies were found.
The ELT (121.5/243 MHz) was operational after the accident but no signal was reported. Since February 2009, COSPAS-SARSAT no longer monitored 121.5/243 MHz. A NOAA-SARSAT analysis estimated that a 406 MHz ELT could have provided near-immediate notification to the Air Force Rescue Coordination Center, possibly including GPS coordinates.
No probable cause was determined by the investigation.