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On November 17, 1993, at 2310 central standard time, a Cessna 152, N45968, sustained substantial damage near Guthrie, Oklahoma, while maneuvering. The non instrument rated private pilot and the pilot rated passenger received fatal injuries. Instrument meteorological conditions due to fog were encountered during the cross country flight, for which a VFR flight plan was filed.
Investigation and personal interviews with witnesses and the operator revealed the following information. The airplane, rented by the private pilot and operating with a visual flight plan, departed Guthrie, Oklahoma, at 1615 that day for a round trip to Bowie, Texas.
The pilot rated passenger satisfactorily completed the multiengine instructor check and the instrument instructor certification check on March 9, 1993. Representatives of the operator reported that the "passenger was not current on instruments."
The aircraft was equipped for IFR. The transponder, altimeter, and pitot static systems were inspected on October 14, 1993.
National Weather Service surface observations from 1800 through 2100 along the route of flight indicated scattered clouds below 10,000 to 13,000 with sky conditions clear below those altitudes. The winds were six knots or less and the temperature/dewpoint spread was three degrees or less. Surface observations, along the Oklahoma route and in the vicinity of the destination, at 2200 and beyond indicated sky obscuration with visibility one fourth mile or less due to fog.
Airmet Sierra issued for Oklahoma from 1800 through 2400 advised of IFR conditions due to fog.
Terminal forecast weather by 2300 for Oklahoma was sky partially obscured with visibility two miles due to fog and occasional ceilings one hundred sky obscured with one half mile visibility due to fog.
At 1845 a VFR pilot in the vicinity of Stillwater, Oklahoma, reported that he lost ground references and was returning to Oklahoma City. A Cessna 172 pilot reported at 2210 in the vicinity of Stillwater, that the tops of the overcast were two thousand feet and the bases four hundred feet. Stillwater, is 22 nautical miles northeast of Guthrie, Oklahoma.
A review of the air traffic control (ATC) and flight service station (AFSS) data produced the following information concerning the return flight. Excerps from the AFSS/ATC Approach report are enclosed. The private pilot filed a visual flight plan as pilot-in-command.
All times are central standard time for the following reconstruction of the voice communications between the Federal Aviation Administration agencies.
2045:AFSS provided weather reports and forecast for a VFR flight from Bowie, Texas, to Guthrie, Oklahoma to the pilot of N45968. The weather brief gave "no significant clouds below ten thousand."
2126:AFSS advised the pilot that the destination might be IFR. The pilot advised they were "equipped and have the charts and are rated IFR" and would call if he wanted to change the flight plan.
2221:Approach control reported to the pilot that fog was moving into the area of Tinker and Wiley Post and asked if the pilot had checked with AFSS for a weather update.
2222:The pilot reported "see the fog moving in all...to our right and all the clouds are fog and to the left they are still clear...its a line which is coming in we see it clearly we'll make a try at Guthrie if not we'll go we'll divert to ...Wiley post." ATC gave the weather at Wiley Post as"sky partially obscured measured ceiling one hundred broken one three thousand broken visibility three and fog." The pilot replied "in case we need it we can switch to IFR flight plan."
2239:Pilot requested and was given the Ponca City weather as "sky partially obscured two five thousand scattered visibility one-half in fog with fog obscuring six tenths of the sky."
2240:ATC contacted AFSS and was advised that Tulsa, Oklahoma, was VFR. ATC advised the pilot that weather at Guthrie was "believed to be close to minimums or below" and that Tulsa was VFR.
2241:The pilot advised ATC that they would "overfly the field and look from above it and then decide...to try visual if go for an NDB approach and do it on...change the flight plan to IFR we'll tell you."
2242:The pilot reported to ATC "its a flight with the PIP is not IFR rated and we should change pilots...instructor beside him and work I would like the work."
2300:The pilot reports "we are over the field we have seen the lights we need to change frequency...we are...maintaining VFR." The change to advisory frequency was approved by ATC.
WRECKAGE AND IMPACT INFORMATION:
The airplane main wreckage distribution was on a measured magnetic heading of 070 degrees (see enclosed diagram for details). A street light was found at the base of its light pole. The nose wheel was found in the attic of a vacant residence and the left main wheel was found in a room of the residence. Numerous boards were damaged in the roof and the ceiling of the residence. The right wing and green navigation lens was found at the base of a rock garage. A livestock fence, shed and feed pens had loose wires and boards. The post crash fire destroyed the cockpit area, the inboard portion of the left wing, the baggage compartment, and the forward portion of the empennage.
The right wing showed crushing and buckling. Numerous ground scars and pieces of the nose gear were found east of the garage. The propeller and hub were separated from the engine. The propeller blades exhibited twisting and bending. Greenish brown smears were along the leading edges of the propeller blades. Left fuel tank integrity and right fuel tank lines and fittings were compromised. Five gallons of fuel were obtained from the right fuel tank. Investigation did not reveal any evidence of airframe or system failure/malfunction or lack of control continuity. The electrical company (enclosed report) repaired two transmission lines, 34 feet above the ground. Witnesses observed the airplane hit the wires.
MEDICAL AND PATHOLOGICAL INFORMATION:
An autopsy was performed by the Office of the Chief Medical Examiner in Oklahoma City, Oklahoma.
The airplane was released to the owner's representative.