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On November 25, 2004, about 1501 central standard time, a Cessna 195, N195DD, registered to and operated by a private individual, as a Title 14 CFR Part 91 personal flight, impacted with the ground in a private resident's backyard after colliding with power lines in Kilmichael, Mississippi. Visual meteorological conditions prevailed and no flight plan was filed. The private-rated pilot and one passenger received fatal injuries, and the airplane was destroyed. The flight originated from the Ackerman-Choctaw County Airport, Ackerman, Mississippi, earlier that day, about 1445.
Friends and family members of the pilot stated the pilot and his son had dropped off the pilot's father, daughter, and niece, and were returning to Winona-Montgomery County Airport, Mississippi. The home of the pilot's in-laws resides nearby the airport. Witnesses at the in-law's house stated they saw the airplane fly over the house on a northerly heading, turn around and fly toward the house at a low altitude. The airplane's left landing gear collided with the power lines that span from east to west across the pond behind the house. The airplane nosed over and impacted the ground at the water line of the pond.
The pilot, who was seated in the left front seat, held a private pilot certificate with a single engine airplane rating issued July 16, 2003. The pilot held a third-class medical dated February 6, 2002, with no limitations. According to the pilot's logbook, the pilot had accumulated 212 total flight hours at the time of the accident and 96 total flight hours in the Cessna 195.
The airplane was manufactured in 1953 and issued serial number 16042. The airplane was equipped with a Jacobs R755A series engine. The aircraft had a Standard Airworthiness Certificate last issued on July 9, 1999. The last annual inspection was performed on September 2, 2004, with total airframe time of 2,627 hours. The last unscheduled maintenance performed to the accident airplane was on September 30, 2004, with a total time on the airframe of 2,633 hours. The tachometer drive cable, an engine oil supply hose, and an o-ring on the propeller were replaced.
At 1453, the reported weather conditions at Greenwood-Leflore Airport, located approximately 18 nautical miles west of the accident site, were calm winds, visibility 10 statute miles, clear skies, temperature 4 degrees C, dew point 3 degrees C, altimeter setting was 30.13 inHg. The U.S. Naval Observatory Astronomical Application Department observed the position of the sun at Winona, Mississippi, area at 1500 local time to be an altitude of about 18.7 degrees above the horizon and an azimuth of about 227.5 degrees.
WRECKAGE AND IMPACT INFORMATION
The accident airplane energy path was on a heading of 210 degrees. The main wreckage was located at latitude 33 degrees, 28.593 minutes north and longitude 89 degrees, 38.085 minutes west position. The airplane impacted the ground nose first at the edge of the pond, cartwheeled, and the fuselage came to rest upside down. The wings separated from the fuselage and were found in the upright position. The right wing was observed with impact damage to the leading edge. The left wing was observed with impact damage to the wing tip, wing skins and both spars were separated about mid span. The engine and the instrument panel were separated from the airplane and displaced to the right. All major components of the airplane were accounted for at the accident site. The wreckage incurred severe impact damage. Flight control continuity had been established from the cockpit controls to all flight control surfaces with the exception of the elevator tube assembly, which was observed, separated in an area of impact damage. The left main landing gear spring had an impact mark 1/2 inch wide on the leading edge with evidence of electrical arcing observed. The left main wheel assembly was separated from the left main landing gear spring. The left and right seats were found in the cabin attached to the seat rails. Both seat rails were observed partially separated from the cabin floor in areas of impact damage.
The unmarked 1/2 diameter electrical wire that the accident airplane collided with spanned across the pond at an estimated height of 75 feet above the water line.
The accident engine was examined with FAA oversight at a certified repair facility. A cold compression check was preformed on the cylinder with the following pounds per squared inch (psi) differential compression readings observed cylinder #1 55 psi, cylinder #2 74 psi, cylinder #3 45 psi, cylinder #4 70 psi, cylinder #5 46 psi, cylinder #6 45 psi, cylinder #7 45 psi, cylinder #8 42 psi. There were some leaks noted around the valves of the cylinders. The magnetos were removed and were firing in the correct order. The fuel pump rotated freely by hand and was functioning. The oil pump was functioning properly when tested. The examination of the engine revealed no evidence of preimpact mechanical malfunction.
The accident propeller was disassembled and inspected at a repair station with FAA oversight. The position of the counterweight bearings indicated that the propeller was at a low pitch position during impact. The number one blade was bent aft in a flat 90-degree angle at 18 inches from the hub. The number two blade was bent aft in a 15-degree angle at 22 inches from the hub and had a slight upward twist at the outboard end. The examination of the propeller revealed no evidence of preimpact mechanical malfunction.
MEDICAL AND PATHOLOGICAL INFORMATION
Postmortem examination of the pilot and passenger was preformed by Steven T. Hayne, Pathologist of the Anatomic, Clinical and Forensic Pathology, Brandon, Mississippi. The cause of death was listed as massive craniocerebral trauma for the pilot. The cause of death was listed as massive craniocerebral trauma and lacerations of the heart, aorta, spleen, liver with hemoperitoneum, and lungs with bilateral hemothorax and hemopericardium for the passenger.
Toxicological testing of the pilot's specimens was preformed by FAA Toxicology and Accident Research Laboratory (CAMI). The results were no cyanide detected in blood, no ethanol detected in vitreous, and the blood specimen was unsuitable for carbon monoxide analysis. No alcohol, drugs or other stimulants were detected in the pilot's blood specimens. Toxicological testing of the passenger's specimens was preformed by Exper Tox Inc. Analytical Laboratory, Deer Park, Texas. No alcohol, drugs or other stimulants were detected in the passenger's blood specimens.
The aircraft wreckage was released by NTSB to the registered aircraft owner/representative on November 27, 2004. Components retained by NTSB for further examination were returned to the registered aircraft owner/representative on December 28, 2004.