History of Flight
On February 1, 2022, about 1340 eastern standard time, a Cessna 182T airplane, N716MC, was destroyed when it was involved in an accident near Heath, Ohio. The pilot was fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations (CFR) Part 91 personal flight.
Flight track data retrieved from the pilot's Foreflight account revealed that the airplane departed Zanesville Municipal Airport (ZZV) at 1252. It flew north about 22 nautical miles to Richard Downing Airport (I40) in Coshocton, Ohio, where it appeared to complete a touch-and-go landing. The track then proceeded west about 27 nm toward Mt. Vernon, Ohio, making a few turns about 5 nm east of Knox County Airport (4I3). Finally, the airplane flew south about 21 nm to Newark-Heath Airport (VTA) in Newark, Ohio. At 1338, the pilot completed a touch-and-go landing at VTA, then departed to the east. The airplane climbed to about 500 ft above ground level (agl), then descended to about 84 ft agl over a residential area. During the last 30 seconds, the airplane flew about 50 to 100 ft agl at about 145 knots groundspeed before the flight track ended.
A witness at ZZV who interacted with the pilot before their flights stated that he seemed cheerful and in good health, and mentioned plans to practice locally. Later at VTA, this witness observed the accident airplane approach runway 9 from the west with a direct crosswind from the south about 10 knots and full flaps. The airplane made a hard landing, then the engine advanced to full power and sounded normal. The airplane climbed out slowly with full flaps and made a few small heading and altitude corrections.
A second witness at VTA watched the airplane land on runway 9, opposite to other departing traffic. No radio transmissions were heard from the accident pilot. The airplane appeared to have 30° flaps extended and made a shaky landing that seemed hard enough to possibly damage the firewall. After departure, the engine made good power, but the airplane appeared wobbly, low, and not climbing well. Wing flaps remained extended at least 30° until the airplane disappeared behind a hill.
A doorbell camera video about 1 nm southwest of the accident site showed the airplane flying at low altitude with wings relatively level. Another witness observed the airplane flying west to east at low altitude, level with a cemetery flagpole. The flagpole was on a hilltop about 230 yards from the accident site, estimated at 1,040 ft msl. Flight track data showed the airplane flew about 60 yards laterally from the pole at about 1,026 ft msl (50 ft agl).
Personnel Information
According to the pilot's flight logbook, he logged 349.6 hours of total flight time. On September 28, 2020, he completed a prepurchase demonstration flight in the accident airplane. Subsequent logbook entries totaled 73.6 hours exclusive to that airplane.
Four flight instructors who flew with the pilot between 2014 and October 2020 were interviewed by an FAA inspector. The first instructor, from initial private pilot training (2014–2016), refused to endorse the pilot for solo flight due to concerns about focus, crosswind landing ability, and managing emergencies. The second instructor described the pilot's performance as inconsistent, easily distracted, and frequently behind the aircraft. This instructor recommended the pilot twice for his private pilot practical test, both with unsatisfactory outcomes, after which the pilot said he would stop flying. The instructor was surprised to learn in 2020 that the pilot had received his certificate. The third instructor also described the pilot as inconsistent, fixating on instruments and drifting off course or altitude, and having difficulty with directional control. The fourth instructor, who flew with the pilot in the accident airplane, described his airmanship as weak and needing additional training, but considered him safe to operate in fair weather, though behind the aircraft with basic control issues.
Wreckage and Impact Information
The airplane impacted a wooded area in a nose-low attitude. Initial tree impact was estimated at about 50 ft high, with debris beginning near that point. Airplane components and tree branches extended about 230 yards from initial impact to main wreckage. The right wing separated about 70 ft from initial tree impact, showing round indentations and impact damage consistent with tree contact. At least 30 tree branches exhibited diagonal cuts and paint transfer consistent with propeller contact.
The airplane then impacted the ground, continued across a road, collided with a metal guardrail, and descended an embankment. A large portion of the left wing and empennage separated and remained near the guardrail. The fuselage and engine came to rest beyond the embankment among trees; the engine rested under a large tree with significant impact damage and cuts about 20 ft high.
The front left seat separated from the seat rails and was located about 5 ft from the cockpit. The 3-point seatbelt remained buckled, with webbing cut by first responders in multiple locations; stretching was noted at the buckle, anchor point, and inertia reel.
Examination of the airframe revealed all flight control cable ends attached to respective controls, with continuity traced through multiple overload separations. The flap selector handle was found in the UP position, and the flap actuator jackscrew corresponded to fully retracted position.
The engine displayed impact damage primarily to the bottom and left aft side. The No. 6 cylinder head separated from the barrel during impact; the barrel remained attached to the crankcase but was damaged. A portion of the No. 6 cylinder head was wedged with the barrel and No. 4 cylinder; the remainder was found beside the engine. The three-bladed metal propeller remained attached to the crankshaft flange; one blade separated from the hub, and a second was missing its tip. All blades showed leading edge damage and S-shaped bends.
The examination did not reveal any preimpact mechanical malfunctions or failure that would have precluded normal operation.
Medical and Pathological Information
An autopsy of the pilot was performed by the Office of the Coroner, Licking County Ohio, which listed the cause of death as "blunt force injury to head, neck, and torso." Toxicological testing by the FAA Forensic Sciences Laboratory detected no drugs, carboxyhemoglobin, or ethanol. Fexofenadine (Allegra), a non-sedating antihistamine acceptable for pilots, and its metabolite azacyclonol were detected; this medication was not reported at the last physical exam. Warfarin (Coumadin), an oral anticoagulant conditionally acceptable with Special Issuance, was also detected and not reported. No medications were found that would have posed a hazard to flight safety.