History of Flight
On March 8, 2022, at about 1846 central standard time, a Cessna 182Q airplane, N182XT, was destroyed when it was involved in an accident near Northwest Florida Beaches International Airport (ECP), Panama City, Florida. The private pilot and passenger were fatally injured. The airplane was operated under Title 14 Code of Federal Regulations Part 91 as a personal flight.
According to a family member, the pilot and his wife planned a cross-country flight from their home airport, Jack Barstow Airport (IKW), Midland, Michigan, to Panama City, Florida. Review of ADS-B data showed that the pilot completed a 10-minute local flight at IKW ending about 1118. The pilot then initiated an IFR cross-country flight from IKW about 1212 and arrived at Warren County Memorial Airport (RNC), McMinnville, Tennessee, about 1503, totaling 3 hours 51 minutes of flight time. A fuel receipt indicated that, about 1520, the pilot purchased 74 gallons of 100 low-lead fuel. The airplane departed RNC about 1554 and arrived in the ECP area after about 2 hours 45 minutes of flight.
Review of ATC communications revealed that the flight was in contact with Tyndall Air Force Base. The approach controller issued an approach clearance for the straight-in ILS runway 16 approach. The pilot stated he would try the approach to minimums and go around if necessary. The controller issued a low altitude alert and noted the airplane deviating right of course. No further communications were received from the pilot.
ADS-B data showed the airplane's course deviated left and right from the initial approach fix to the accident site, which was 1.55 nautical miles from the runway threshold. The airplane crossed the initial approach fix OTTOE about 500 ft below the minimum altitude and the final approach fix LIVVY about 700 ft below minimums. The final ADS-B data point recorded the airplane at 75 ft msl at 144 knots groundspeed.
Personnel Information
The pilot's logbook showed he had accumulated 691 hours of total flight time, with 569 hours in the accident airplane. He had 35 hours of night flight and 2.5 hours of night actual instrument flight. In the 12 months before the accident, he logged 13 hours of actual instrument experience; 1.5 hours of night flight (0.5 hours actual instrument); and four night landings. In the 6 months before the accident, he logged 11 instrument approaches. In the 90 days before, he logged 51.3 hours of actual instrument flight and no night flights. His most recent flight review was completed on June 14, 2021. There was no record of him landing at ECP in the 3 years before the accident.
The pilot received his instrument airplane rating on June 27, 2019, on the third practical examination attempt. He received notices of disapproval on two prior attempts, with comments indicating distraction, loss of situational awareness, and improper task management during partial panel operations, and flying an ILS approach to full-scale glideslope deflection.
An individual who flew with the pilot as a safety pilot during instrument training said the pilot would typically disengage the autopilot and hand fly approaches.
Aircraft Information
The airplane had a persistent autopilot problem, according to maintenance records and interviews. When engaged and selected to altitude hold mode, the autopilot would begin an altitude oscillation reaching 1,500 ft per minute in climbs and descents. Disengaging the autopilot was not an issue. Maintenance from October 2020 to January 21, 2022 addressed autopilot discrepancies. The maintenance shop believed the issue was corrected, but oscillations persisted, and the pilot returned on February 14, 2022.
The airport manager at IKW spoke with the pilot 3 days before the accident. She said the pilot mentioned a still-unfixed autopilot issue and that he would complete the trip without the autopilot operating.
Meteorological Information
A customer service employee at RNC said the pilot discussed trying to beat bad weather arriving at the ECP area and was attempting to arrive between two lines of thunderstorms. The pilot filed an IFR flight plan with an alternate of Dothan Regional Airport (DHN). A weather study found that an AIRMET for IFR conditions was valid for the accident site at the accident time. ECP hourly weather observations showed IFR conditions that deteriorated throughout the evening. At 1756, visibility was 4 statute miles with mist and a broken ceiling at 400 ft agl. At 1827, visibility was 2 statute miles with mist and overcast ceiling at 300 ft agl.
Wreckage and Impact Information
The wreckage came to rest in heavily wooded terrain and was fragmented. The initial impact area coincided with 100-ft-tall trees, and the debris path was oriented on a magnetic heading of 130° to 140°. The airplane's angle of descent through the trees was about 18° to 20°. All major components were found in the debris path. Flight control and trim cable continuities were confirmed except for the aileron balance cable, which exhibited tension overload and splayed ends. The flap actuator was found in a position corresponding to flaps up. The altimeter was set to 29.88 inches of mercury, about 40 ft lower than the current setting of 29.92. The S-TEC 55 X autopilot mode control unit was found loose with impact damage. The autopilot ON/OFF toggle switch was found on. The engine had separated and was found a few feet forward of the main wreckage. Crankshaft, camshaft, and accessory continuity was demonstrated. The three-blade propeller had sheared from the flange and showed leading edge gouging, chordwise scratches, and torsional twisting.
Medical and Pathological Information
An autopsy of the pilot determined the cause of death as blunt impact to the head and neck. Toxicology testing detected no drugs, carboxyhemoglobin, ethanol, or glucose in the pilot's specimens.