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On August 21, 1998, at 1645 eastern daylight time, a Cessna 182N, N9282G, was destroyed when it impacted terrain shortly after takeoff from the Casement Airport in Painesville, Ohio. The certificated private pilot was fatally injured. Visual meteorological conditions prevailed and a flight plan was not filed. The business flight was conducted under 14 CFR Part 91, and originated at Painesville, Ohio. The intended destination was Tarentum, Pennsylvania.
The pilot flew to Ohio earlier that morning, and he was returning to Pennsylvania when the accident occurred. According to the Ohio State Police, a witness said the airplane made a right turn shortly after takeoff, followed by a left turn, and then it descended to the ground. The airplane impacted terrain about 900 feet southeast of the airport.
Another witness, a pilot at the Casement Airport, said he observed the pilot as he refueled the airplane, started the engine, taxied to runway 12, and took off. He said he did not see the pilot complete a preflight or run-up inspection prior to taking off. He said he did not see the crash, but he heard a helicopter overhead and sounds of emergency vehicles. When he arrived at the scene, he recognized that it was the airplane that had departed earlier.
The accident occurred during the hours of daylight approximately 44 degrees, 43 minutes north latitude, and 81 degrees, 12 minutes west longitude.
The pilot held a private pilot certificate with a rating for airplane single engine land and instrument airplane. According to his log book, he had accumulated over 970 hours of total flight experience, which included 159 hours in make and model. His most recent Federal Aviation Administration (FAA) Third Class Medical Certificate was issued on October 9, 1997.
According to the airplane log books, the airframe accumulated over 3,594 hours, of which 56 hours had been since the annual inspection that was completed on March 1, 1998.
The 1645 surface weather observation for Cuyahoga County Airport, 15 miles west of the accident site was as follows:
Sky 6,000 scattered; visibility, 4 miles in haze; temperature, 82 degrees Fahrenheit (F); dew point, 70 F; winds, 330 degrees at 7 knots; and altimeter 30.18 inches Hg.
The airplane was examined at the accident site on August 22, 1998. The examination revealed that all major components of the airplane were accounted for at the scene. Red glass fragments were found at the initial impact point (IIP). The red glass was similar in color to the position light on the left wing tip. The airplane came to rest 38 feet beyond the IIP into a property division line consisting of small trees, vines and bushes. The nose of the airplane was pointing down with the tail lifted high in the air resting against foliage, oriented on a magnetic heading of 310 degrees.
The engine impacted the ground. The propeller and hub were separated from the engine, and was found in a crater with small sections of windshield glass. One blade exhibited aft bending with a slight twist and chordwise scratches, the other blade exhibited a slight forward bending at the tip.
An examination of the engine was completed at the accident site. The examination revealed that the oil filler cap had separated from the oil filler neck and was found at the base of the engine. Examination of the oil filler cap revealed that the gasket was missing. When the oil filler cap was fitted to the filler neck, it rotated 360 degrees and would not fit securely. Search efforts did not locate the gasket in the wreckage or surrounding area.
Upon removal of the engine cowling, there was evidence of oil, outside of the engine oil filler door which was bent with the secure latch found pushed in. There was also evidence of oil on top of the engine cowling and some sections of the separated windshield. Inside the airplane were five one-quart bottles of AeroShell 10W50. All except one bottle had burst open. The opened one was empty and the cap was intact with a broken seal.
Cable control continuity was established for all flight control surfaces.
The flap actuating jackscrew was found between 0 - 10 degree of travel. According to a Cessna Investigator, the right flap appeared to be in the fully retracted position. The left flap and left door were removed by rescue personnel to extricate the pilot. The electric stall warning horn was removed from the airplane and was tested against a car battery. When the stall warning horn wiring was connected to the car battery, a loud steady warning noise was produced.
Examination of the airplane did not reveal any evidence of mechanical malfunction. The engine was removed and examined at a facility in Painsville, Ohio.
MEDICAL AND PATHOLOGICAL INFORMATION
An autopsy was performed on the pilot on August 22, 1998, by Dr. S. G. Rizzo, of the Lake County Coroner's Office, Painesville, Ohio.
The toxicological testing report from the FAA Toxicology Accident Research Laboratory, Oklahoma City, Oklahoma, revealed negative for drugs and alcohol for the pilot.
TESTS AND RESEARCH
On December 1, 1998, the engine was examined at Rostraver Airport, Painsville, Ohio, under the supervision of a Federal Aviation Administration Investigator. Parties to the investigation were also present during the examination.
The top six spark plugs were removed and the engine was manually rotated. This resulted in operation of the accessory gear drives, pistons, and valve train continuity was confirmed. Compression of each cylinder was confirmed. The oil pump showed no signs of binding. The magnetos were removed and the coupling drive to the engine was intact. The ignition harness was attached and secured to the magnetos. Manual operation of the magnetos confirmed spark producing capabilities.
The oil dipstick was removed and there was no evidence of any oil. When the oil drain plug was removed from the oil pan, there was also no visible oil. The oil pump was removed and disassembled. The internal gears exhibited normal appearance. The muffler and carburetor were examined and there were no anomalies noted.
Examination of the engine did not disclose any evidence of mechanical malfunction.
The airplane wreckage was released on August 28, 1998, to Al Fieldler a representative of the owner's insurance company.