History of Flight
On May 7, 2023, about 1849 eastern daylight time, a Cessna 182Q, N725AS, was substantially damaged when it struck terrain near Reliance, Tennessee. The private pilot was fatally injured. The flight was operated as a personal flight under Title 14 Code of Federal Regulations Part 91.
According to air traffic control (ATC) records, the flight departed South Bend International Airport (SBN), South Bend, Indiana, at about 1559 on an IFR flight plan to Jackson County Airport (JCA), Jefferson, Georgia. Radar data showed the airplane maintained a southeast track at about 9,100 ft msl for the first 2 hours 30 minutes. The pilot requested radar vectors around weather on two occasions, confirming the airplane had onboard weather capability.
About 1834, the airplane was north of moderate to heavy precipitation associated with thunderstorms moving north to south. At 1839:29, the controller provided a radar vector and cleared the pilot direct to the destination. After a brief turn, the airplane continued on a southeasterly heading. At 1844:00, the pilot contacted Atlanta Air Route Traffic Control Center, reporting altitude 8,900 ft msl. At 1845:04, the controller asked if he was assigned that altitude; the pilot replied he was assigned 9,000 ft but was “getting bounced around a little bit.” The controller noted the airplane appeared clear of weather but showed moderate or greater returns. A Convective SIGMET was valid for the area, and the airplane was at the leading edge of precipitation with building cumuliform clouds and multiple pilot reports of moderate to severe turbulence.
After 1847:22, heading and altitude deviations occurred. A performance study showed the airplane’s calibrated airspeed was about 11 knots above the published maneuvering speed for its weight and remained above that speed for the remainder of the flight. About 1848, while at 110 knots calibrated airspeed, the airplane began a right turn with at least a 20° bank, without pilot announcement or controller instruction. The controller broadcast the call sign, which the pilot acknowledged. At 1848:24, the controller asked if everything was alright; the pilot did not reply, and radar contact was lost. The last radar return showed altitude 8,900 ft msl, calibrated airspeed 134 knots, heading west-northwest. The fuselage was located the next day about 0.3 nautical mile south-southeast of the last radar target.
Pilot Information
The pilot held a private pilot certificate with an instrument rating, added on December 15, 2020, after a prior disapproval. At that time, he reported 270 total hours and 49.5 instrument hours. His logbook was not located, so his last flight review and instrument currency could not be determined. He reported 341 total hours to an insurance company as of October 2022, with 265 hours in the accident airplane make and model.
Aircraft Information
The Cessna 182Q (N725AS) was modified in December 2006 by installation of a BRS-182 parachute recovery system under Supplemental Type Certificate SA01999CH. Maintenance records showed the parachute was repacked in 2017, with the line cutter due for replacement in August 2022; no record of that replacement was found. The BRS system included a 3-point shackle connecting the front and rear harness straps and the parachute riser. During the last annual inspection on September 1, 2022, the mechanic performed a visual inspection of the parachute system using owner-provided instructions and reported no discrepancies.
Weight calculations at the time of the accident estimated the airplane weighed about 2,382 pounds, including 185 pounds for the pilot, 30 pounds for a duffle bag, and usable fuel less consumption. The published maneuvering speed at 2,450 pounds was 99 knots calibrated airspeed.
Meteorological Information
The pilot received a standard weather briefing from ForeFlight on May 6, over 18 hours before departure. He did not request an updated briefing before departure on May 7. Convective SIGMET 26E, valid from 1755 to 1955, covered the area with severe thunderstorms moving from 320° at 35 knots, tops to FL410, hail to 1 inch, and wind gusts to 50 knots. HRRR modeling for 1900 local indicated wind at 8,500 ft from 270° at 16 knots. A witness reported a varying wind gust from 168° to 340°, with the south-southeast gust described as “really hard.” Pilot reports indicated severe turbulence in the area: a Beech 350 pilot reported severe turbulence with ±500 ft altitude change about 31 minutes after the accident, and a Piper PA-46 pilot reported extreme turbulence about an hour before the accident. Neither reported injury or damage.
Wreckage and Impact
The main wreckage came to rest in a wooded area behind a house, with a tree impact mark about 30 ft above ground level on a magnetic heading of 167°. No fire was observed. Both wings, the aft empennage, both wing lift struts, both cabin doors, most of the right horizontal stabilizer, right elevator, and right elevator trim tab were separated. The propeller remained attached to the engine, which was attached by one engine mount. The empennage separated at approximately fuselage station 156.0.
Examination of the airframe parachute system revealed the parachute canister and rocket support were impact-damaged. The firing pin actuator was found inside the rocket cone with the activation cable attached, consistent with normal activation. Kevlar straps connecting to the front main spars and rear bulkhead remained connected at the airframe and 3-point shackle, except the right forward strap was fractured 54 inches from the spar attach point. The 3-point shackle was found in the main wreckage, but the parachute riser was not attached to it; the bolt/bushing for the riser showed no deformation. The other two bolts/bushings for the forward and aft straps also had no visible damage. Examination of the rear harness showed the shock absorption stitching was not peeled or torn, indicating no force was applied at the shackle level.
Inspection of the engine revealed thumb suction and compression on all cylinders, valvetrain continuity, and continuity to the accessory section. The propeller governor was attached with a clean oil screen. No preimpact failure or malfunction was found in the ignition, lubrication, or fuel systems. The vacuum pump was impact-damaged; one tooth of the drive coupling was missing and one damaged. Flight control continuity for roll, pitch, and yaw showed no preimpact failure. The flap actuator indicated fully retracted flaps.