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On December 6, 1995, at 1037 central standard time, a Cessna 182G, N3222S, owned and operated by a private owner, and a Piper PA-28-181, N4382D, operated by Monarch Aviation of Addison, Texas, collided while maneuvering near Caddo Mills, Texas. Both flights were being conducted under Title 14 CFR Part 91 at the time of the accident. Visual meteorological conditions prevailed and neither flight filed a flight plan. N3222S was destroyed and the commercial pilot was fatally injured. N4362D was also destroyed and the flight instructor and his private rated student sustained fatal injuries. N3222S originated as a personal flight from the Rockwall Municipal Airport at 1000. N4382D originated as an instructional from the Addison Airport, near Dallas at 0930.
A witness near the site observed the high wing airplane Cessna (N3222S) flying westbound with the low wing Piper airplane (N4382D), flying in nearly the opposite direction. The witness added that the left wings of both airplanes "became entangled and fell to the ground" and the airplanes nosed dived into the ground. Both airplanes came to rest on fields approximately 3/8 of a mile apart in a nose down attitude. A post impact fire destroyed the Cessna (N3222S).
While neither airplane was under Air traffic Control, they were both operating in class E airspace at an estimated altitude of 2,100 feet MSL, with their transponders operating on code 1200.
The pilot of N3222S told friends at his home based airport that he intended to take a flight to verify the accuracy of his newly installed navigation/communication radio installed in the number one position in his instrument panel. He was issued an airframe and powerplants mechanic certificate on July 30, 1970. He received a flight engineer certificate on July 8, 1980, and obtained his commercial pilot certificate on March 1, 1980. He was employed by a Part 135 freight operator in Alaska, as a flight engineer in Douglas DC-6 airplanes. The Cessna pilot was required to wear lenses for distant vision. The frame for his eyeglasses were found in the wreckage.
According to the logbook for the pilot receiving instrument instruction, the flight in N4382D was to be his fifth consecutive dual training flight as part of his training to add an instrument rating to his private certificate. The pilot in command of the flight was an instrument flight instructor who occupied the right seat. The flight instructor was required by his last Class I flight physical to wear corrective lenses for distant vision. The frame for his eyeglasses, with the lenses missing, was delivered to the Coroner's office.
The 1964 Cessna was purchased by the pilot on November 29, 1990, was home based at the Rockwall Airport. The 1985 model Piper was purchased by a private owner on February 16, 1995, and leased to Monarch Aviation, operating from the Addison Airport. Both airplanes were equipped with anti-collision and landing lights. The operational status of the anti-collision and landing lights could not be determined due to damage.
Both airplanes were equipped with ATC transponders but neither was under Air Traffic Control. The transponder on the Cessna was observed by ATC radar operating on code 1200 at 2,100 feet on a westbound heading. The Cessna was painted blue and white with a yellow trim. The Piper was painted white with red and brown trim.
The device (hood) being utilized by the crew of the Piper to simulate instrument conditions by blocking/limiting the student's view was not located at the accident site.
The nearest weather reporting station to the accident site was located at the Majors Airport (GVT), near Greenville, Texas. The airport is located approximately 10 nautical miles east (080 degrees) from the accident site. At 1050, the Majors Airport was reporting a prevailing visibility of 15 miles with a ceiling of 2,500 overcast. Witnesses near the accident site reported that haze and smoke obscured the visibility under the prevailing overcast. Visibility in the immediate area of the accident were reported as low as one mile and as high as 3 miles in haze and smoke.
The collision occurred approximately one mile west of the Caddo Mills Municipal Airport (7F3), a low traffic density, uncontrolled airport. The airport has a published instrument approach for runway 35L, with a final approach course of 346 degrees. The Caddo Mills NDB (MII) frequency is 316. The Unicom (122.8) operated between noon and dusk. The investigation revealed that the Unicom was not in operation at the time of the accident.
WRECKAGE AND IMPACT INFORMATION
The Cessna came to rest in a pasture adjacent to County Road 2812 in a nose down attitude at coordinates 33 degrees 2.87 minutes North, 96 degrees 16.09 West on a measured heading of 185 degrees.
The left inboard wing, left wing tip fairing, left aileron bell crank and the left lift strut were not found at the resting place of the airplane. A post-impact fire destroyed the airplane. Flight control continuity could not be established due to the extend of the damage.
The Piper came to rest in a cultivated wheat field at coordinates 33 degrees 2.62 minutes North, 96 degrees 16.50 minutes West. Inventory of the site revealed that the left aileron, portions of the engine cowling, and the outboard 4 foot section of the left wing were located away from the main wreckage.
The distance between the resting place of both airplanes was estimated at 3/8 mile. The heading from the Piper to the Cessna was measured at 48 degrees magnetic. See enclosed wreckage diagram and plot map for the location of major airframe components.
The frequency being monitored, or the navigational aid in use by either aircraft could not be determined due to impact and fire damage sustained.
MEDICAL AND PATHOLOGICAL INFORMATION
Autopsies and toxicological tests were ordered and performed. The autopsies were performed by the Southwestern Institute of Forensic Sciences in Dallas, Texas, on December 7, 1995. Toxicological tests were negative.
The wreckage of both airplanes were released to their respective owner's representative upon completion of the field investigation.