History of Flight
On November 10, 2015, at about 1858 central standard time, a Cessna 182Q, registration N96381, collided with trees and terrain during an off-airport forced landing near Richmond, Missouri. The pilot sustained fatal injuries, and the airplane was substantially damaged. The airplane was registered to 96381 Inc. of Ortonville, Michigan, and operated by a private individual under 14 CFR Part 91 as a personal flight. Dark night visual meteorological conditions prevailed, and no flight plan was filed. The flight departed Oakland County International Airport (PTK), Pontiac, Michigan, at about 1530 eastern standard time, destined for Charles B. Wheeler Downtown Airport (MKC), Kansas City, Missouri.
The pilot was receiving VFR flight following services from air traffic control. At 1848:46, about 40 nautical miles northwest of MKC, the pilot contacted the Kansas City International Airport departure controller. The controller provided landing runway information and the current ATIS code. At 1849:44, while heading approximately 245°, the pilot transmitted, "...I need some help" and reported a loss of engine power. The controller directed the pilot to Curtis Field Airport (8MO3), about 5 miles southwest, providing a vector of 225° and noting a 2,400 ft long, 80 ft wide lit runway. The pilot acknowledged but expressed difficulty turning. The controller guided the pilot, who had turned northwest, to turn southwest. The pilot reported reduced engine power. The controller asked about pitot heat and carburetor heat; the pilot confirmed both were on, and the controller advised turning them off.
At 1852:52, about 3 miles from 8MO3, the pilot stated she did not have the airport or its beacon in sight. The controller described the runway, and the pilot requested lights, but the controller noted it was uncontrolled. The pilot asked for the CTAF frequency; the controller instructed her to stand by. At about 1854, the controller advised that radar contact was lost. The pilot reported 1,800 ft altitude and no airport in sight. The controller described the airport as a "grass field" and asked if there was daylight. The pilot replied she could not see anything. The controller mentioned Mosby Airport as having lighting and cement but did not provide direction or distance. The pilot reported 1,600 ft and losing altitude. The controller provided a CTAF frequency (122.9), which the pilot acknowledged. At 1855:47, the controller advised to look for the airport. The pilot did not reply; about one minute later, she made an unintelligible transmission. No further communications followed.
A witness about 2 miles northwest of 8MO3 observed a southbound airplane's navigation and landing lights. The airplane passed overhead about 500 ft above with an engine sounding like "spitting." The airplane turned left, proceeded west, descended, and disappeared. Two "thuds" were heard. The witness contacted emergency services, and wreckage was located at 2126.
Personnel Information
The pilot's logbook contained entries from 2002 to December 6, 2014. No additional logbook was found. Based on the logbook, airplane logs, and interviews with family and friends, the pilot's total flight experience was estimated at 744 hours, including 119 hours in Cessna 182 variants, 109 hours of night time, and 38 hours of simulated instrument conditions. The last recorded flight review was August 10, 2011. Although she completed requirements on August 15, 2013, she did not request an endorsement, so none was signed.
Aircraft Information
The airplane's last inspection was a combined 100-hour/annual on October 2, 2015. At that time, the airframe had 2,214.8 hours, and the engine had 1,297.6 hours since major overhaul. The airplane was equipped with a Garmin GNS-430 GPS/NAV/COM radio. It could not be determined if the pilot routinely operated the GNS-430.
Meteorological Information
Data from the U.S. Naval Observatory showed moonset at 1650, sunset at 1706, and end of evening civil twilight at 1734. A review of the Carburetor Icing Probability Chart indicated that the airplane was operating in an environment conducive to serious icing at glide power settings.
Wreckage and Impact Information
The airplane impacted trees and terrain about 1.28 nautical miles west of 8MO3. Initial impact was with an 80 ft tall tree. The airplane traveled about 275 ft to an open field, colliding with the ground in an approximate 80° nose-low attitude. The propeller separated near the impact crater. Both wing leading edges and the forward fuselage were crushed aft.
Flight control continuity was confirmed to all surfaces. Elevator trim was found at about 6-7° nose-down. Fuel filters and strainers were clear of debris. The fuel selector was in the right tank position, with about 11 gallons of fuel in the right tank. Fuel was present in the sump bowl and carburetor accelerator pump. Propeller blades were relatively undamaged; one blade was deformed rearward about 30° near mid-span.
The engine was examined at Continental Motors. Disassembly revealed no mechanical defects. All twelve spark plugs were found fouled.
Additional Information
At the time of the engine difficulty, 8MO3 was the nearest airfield. The controller held a private pilot certificate and stated he recalled training factors affecting engine performance. He advised turning off pitot heat, then later realized that would not affect engine power. After consulting another controller, he advised turning off carburetor heat. Another controller provided an incorrect CTAF frequency for a different airport.
According to radar data, contact was lost at 1851:39, but the controller did not inform the pilot until 1854:09. FAA Order 7110.65 requires controllers to inform aircraft of radar contact loss and coordinate search and rescue (SAR) in emergencies, including gathering location, altitude, direction, persons on board, and aircraft description; the controller did not request this information. After the accident, the controller attempted to call 911 but could not dial outside; a frontline manager completed the call. The controller reported insufficient training for emergencies and that annual simulation training was repetitive.
The POH for the airplane states: "An unexplained drop in manifold pressure and eventual engine roughness may result from carburetor ice. To clear ice, apply full throttle and pull carburetor heat knob full out until the engine runs smoothly; then remove carburetor heat and readjust throttle. If conditions require continued use of carburetor heat in cruise flight, use minimum heat necessary and lean the mixture for smoothest operation."
Medical and Pathological Information
The county coroner did not perform an autopsy. Blood was drawn for toxicology testing. The FAA's Bioaeronautical Sciences Research Laboratory performed forensic toxicology on blood specimens, which tested negative for carbon monoxide, ethanol, and all tested-for substances.