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On November 24, 1997, about 0835 eastern standard time, a Cessna 182A, N6068B, was destroyed when it impacted the ground in New Dover, Ohio. The certificated private pilot/owner and the passenger received fatal injuries. Instrument meteorological conditions prevailed and no flight plan was filed for the personal cross country flight conducted under 14 CFR Part 91. The flight was destined for the Columbiana County Airport (02G), East Liverpool, Ohio.
A friend reported that the pilot mentioned he was going to fly to the East Liverpool Airport, about 150 miles to the east. Witnesses recalled seeing the pilot and passenger arrive at the Union County Airport (I78), Marysville, Ohio, between 0800 and 0815. There was no record of the pilot filing any flight plan or receiving a weather brief.
An instrument rated pilot who departed from I78, 15 minutes prior to the accident, stated that "the weather conditions to the east of the airport looked extremely dark with the ceiling nearly to the ground." A pilot flying an approach to runway 27 reported that the Cessna passed over him. He recalled that he was at 1,600 feet MSL, when approach control radioed him regarding conflicting traffic. He stated that he spotted the Cessna in a steep climb and it appeared to be in and out of the clouds, at about 2,500-3,000 feet MSL.
The property owner, where the airplane impacted, stated that the bottom of the clouds came down to the top of the power transmission towers that cross his field, and snow falling reduced visibility to approximately 3/4 mile. He heard the airplane, but could not see it until it came out of the bottom of the clouds in a nose down attitude. He reported that he heard the engine go to full power just prior to ground impact, and watched as dirt and airplane parts went up in the air.
The accident occurred during the hours of daylight approximately 40 degrees, 14 minutes north latitude, and 83 degrees, 14 minutes west longitude.
The pilot/owner obtained his private pilot certificate, with a rating for airplane single engine land, in June 1965. He was not instrument rated.
His most recent Federal Aviation Administration Third Class Medical was issued on April 17, 1997.
A review of the pilot's logbook indicated that his last recorded flight was on October 28, 1997. The pilot recorded 6 hours in the last 90 days, and his total flight time was 362.5 hours.
The last annual inspection was completed on February 12, 1997. The recently overhauled engine was re-installed at that time.
Weather recorded at 0753, from Ohio State University, 11 miles southeast of the accident, was: Winds-280 degrees at 7 knots; Visibility-6 statute miles; Obscuration-Mist (BR); Ceiling-4,800 feet overcast; Temperature-26 degrees Fahrenheit; Dewpoint-22 degrees Fahrenheit.
Weather recorded at 0853 was: Winds-300 degrees at 9 knots; Visibility-3 statute miles; Precipitation-light snow; Obscuration-Mist (BR); Lowest Sky Condition-few at 1,200 feet; Ceilling-4,000 feet overcast; Temperature-26 degree Fahrenheit; Dewpoint-22 degrees Fahrenheit.
The accident site was about 5 miles east of the departure airport. The airplane wreckage was examined at the accident site on November 25, 1997. The examination revealed that all major components of the airplane were accounted for at the scene, and that the fuselage of the airplane came to rest upright, facing an approximate magnetic heading of 180 degrees, at a ground elevation of about 900 feet above MSL.
The airplane impacted in a wheat field, bordered by trees approximately 40 feet tall. The initial impact crater (IIC) and debris field were oriented on a 270 magnetic heading and were about 700 feet in length. Small tree branches, containing fresh angular cuts, were found east of the IIC. About 10 feet prior to the IIC, were three ground scratches similar in width, separation, and orientation as the landing gear. Parts of the left wing tip light, gearing to the propeller governor, a piece of the oil pan, and a 18 inch part of the tubular steel engine mount structure were found in or near the IIC.
Both wings were separated. The front cockpit and passenger area of the fuselage were severely deformed and crush. The rudder, right stabilator, and elevator were still attached to the empennage. About 1/4 of the left stabilator and elevator remained attached, but was pushed aft and vertical, parallel to the rudder. Pieces of the airplane and its contents were spewed over hundreds of feet. Flight control continuity was traced throughout the broken structure, with control cables containing mare's tails on both sides of the fracture, similar to overload conditions.
The engine came to rest approximately 630 feet west of the IIC and was examined at the accident site. All breakage and crushing sustained appeared impacted related, with no indications of oil or heat distress noted. The three bladed propeller separated from the engine and was found in the debris field. All blades displayed leading edge damage, with tip curl and "S" bending.
No airframe or engine malfunction were found during the examination of the wreckage.
MEDICAL AND PATHOLOGICAL INFORMATION
An autopsy was performed on the pilot, on November 25, 1997, by Patrick M. Fardal, M.D., J.D., Chief Forensic Pathologist Franklin County, Columbus, Ohio.
The toxicological test report from the FAA Toxicology Accident Research Laboratory, Oklahoma City, Oklahoma, revealed negative for drugs and alcohol except 3.000 (ug/ml, ug/g) Acetaminophen detected in Blood.
The wreckage was released on November 25, 1997, to a representative of AIG Aviation, the owner's insurance company.