CHI04FA055

The airplane was destroyed during an in-flight collision with trees and terrain in an uninhabited, wooded area, 7-1/2 miles from the departure airport. Night instrument meteorological conditions prevailed. The non-instrument rated pilot had flown from the his home airport about 0600 that morning. He and a passenger then spent the day at a local resort and were attempting to return home when the accident occurred. An individual who was plowing snow at the departure airport reported that he saw the accident aircraft taxi out and take off about 1835. He noted that is was completely dark at the time and the aircraft disappeared from sight before it reached the departure end of the runway on climbout. An owner of a local resort reported that she gave the pilot and passenger a ride to the airport that evening. She reported that during the drive, the pilot had commented that his passenger needed to get home. She also recalled some conversation about the weather and that the pilot commented that the decision to fly was his alone. A witness located approximately 3-1/2 miles from the departure airport reported seeing the aircraft. He stated that it appeared to be in a controlled right-hand turn from a southwest heading; turning toward the west. He noted that the nose of the aircraft was lit up, which believed was the plane's landing light. An Automated Surface Observing System (ASOS) located at the departure airport reported overcast ceilings at 800 feet above ground level (agl) at the time of the accident. An AIRMET for Instrument Flight Rules (IFR) conditions was in effect for the route of flight at the time of the accident. It specifically warned of the possibility for ceilings below 1,000 feet agl and visibilities of less than 3 statute miles in mist and fog. Sunset was at 1643 and civil twilight ended at 1719. The pilot obtained a pre-flight weather briefing prior to the morning flight from the aircraft's home base. This was approximately 16-1/2 hours prior to the accident flight. There was no other record of contact with the accident pilot or aircraft. Toxicology testing revealed the presence of citalopram (a prescription antidepressant also known by the trade name Celexa) at a level consistent with routine use of the medication.

History of flight

On January 10, 2004, about 1840 central standard time, a Cessna 182P, N5787J, was destroyed during an in-flight collision with trees and terrain 7-1/2 miles southwest of the Baudette International Airport (BDE), Baudette, Minnesota. The flight was being conducted under 14 CFR Part 91 and was not on a flight plan. Night instrument meteorological conditions prevailed at BDE at the time of the accident. The non-instrument rated pilot and passenger sustained fatal injuries. The flight reportedly departed BDE approximately 1835 with an intended destination of Anoka County-Blaine Airport (ANE), Minneapolis, Minnesota.

At 0349 on the morning of the accident, the pilot contacted the Princeton Automated Flight Service Station (AFSS) and requested a standard weather briefing for the route from ANE to BDE. The pilot told the briefer that he was planning to leave in 1-1/2 hours and the flight would be conducted under visual flight rules (VFR). The pilot requested no information concerning a return flight that evening. Princeton AFSS recorded no further contact with the accident pilot or aircraft.

The BDE airport manager reported that he arrived at the airport approximately 0650 that morning. He stated that the accident aircraft was parked on the ramp when he arrived. The pilot had left a note requesting the fuel tanks be topped off and informing him that they planned to leave that evening between 1730 and 1800. He noted that the engine was still warm and observed an ice build-up on the leading edges of the wings and propeller.

The airport manager reported that about mid-day the pilot left a phone message requesting the aircraft be put in a hangar. The manager complied with the request. At 1600, immediately before the manager was leaving for the day, he stated that he pulled the aircraft out of the hangar and parked it on the ramp. About 1730, the pilot contacted him on his cellular phone to provide payment information for his fuel.

The airport manager, who was also a local pilot, commented that the bog area south and west of BDE is "just a big black hole." He added that a pilot could become disoriented even on a clear night because the few ground lights that are present can easily be confused with stars.

The owner/manager of a local resort reported that the pilot and his passenger had spent the day ice fishing at the resort. She recalled that they had flown in that morning but was not sure of the time.

She stated that she gave the pilot and passenger a ride to the airport about 1730. She reported that during the drive, the pilot had commented that his passenger needed to get home. She recalled some conversation about the weather and that the pilot commented that the decision to fly was his alone.

An individual who was plowing snow on the airport taxiway that evening stated he saw a Cessna 182 on the ramp. He reported that about 1835 the aircraft taxied to runway 30. He noted the aircraft paused shortly at the end of the taxiway, and then it taxied onto the runway and took off. He stated the aircraft climbed out shallower than normal and was out of sight before it reached the end of the runway. Based on the engine sound he thought the aircraft's initial turn after takeoff was to the left, westbound. He commented that the engine seemed to be running fine.

A witness located about 3-1/2 miles southwest of BDE reported seeing an aircraft approximately 3/4 mile west of his location. He stated that it appeared to be flying toward the southwest. He added that it seemed to be in a controlled right turn toward the west. He also noted that the aircraft's nose was lit up, which he believed was the landing light.

This witness recalled light snow flurries at his location during the time he saw the aircraft. He reported observing a slight glow around the plane, which he believed was from the plane's lights. He noted that, at the time, he did not think anything was wrong.

An Alert Notice (ALNOT) was issued for the aircraft on January 11, 2004, at 1130, when a family member of the passenger reported the aircraft overdue. It was subsequently located January 13, 2004, approximately 1130, by a State of Minnesota Department of Natural Resources search aircraft.

Personnel information

The pilot held a private pilot certificate with an airplane single-engine land rating issued on October 23, 2003. He held a third class airman medical certificate with no limitations, which was issued on June 24, 2003. A logbook endorsement authorizing him to act as pilot-in-command of a high performance airplane was dated July 29, 2003.

A flight logbook belonging to the pilot was found with the aircraft. Entries in the logbook indicated the pilot had accumulated 128.9 hours total time. This included 5.9 hours of night flight time, 3.7 hours of simulated instrument time and 44.0 hours of cross-country time.

He had logged over 90 hours flight time in the accident aircraft, which included his private pilot practical test. The initial logbook entry was dated February 12, 2003, and the final entry was dated December 30, 2003.

Aircraft information

The accident aircraft was a 1975 Cessna 182P, serial number 18263535. It was a four-place, high-wing, single-engine airplane, with a fixed tricycle landing gear configuration. The airplane was powered by a Continental O-470-S engine, serial number 98640-5-S. This was installed in a carbureted, normally aspirated, air-cooled configuration.

According to the maintenance logbook, an annual inspection was completed on July 19, 2003, at a total airframe time of 6,116.3 hours and a tachometer time of 739.0 hours. A pitot-static system inspection was completed on July 18, 2003.

The airplane was registered to T D Air Inc. of Coon Rapids, Minnesota. This was reportedly a partnership, which included the accident pilot.

Meteorological information

An Automated Surface Observing System (ASOS) was located at BDE. Routine aviation surface weather observations (METARs) recorded by the BDE ASOS about the time of the accident were as follows:

Time: 1753;

Wind: Calm;

Visibility: 5 statute miles in mist;

Sky Condition: Overcast at 800 feet above ground level (agl);

Temperature/Dew Point: -04 degrees Celsius / -06 degrees Celsius;

Altimeter setting: 29.92 inches of mercury.

Time: 1853;

Wind: Variable at 3 knots;

Visibility: 7 statute miles;

Sky Condition: Overcast at 800 feet agl;

Temperature/Dew Point: -04 degrees Celsius / -06 degrees Celsius;

Altimeter setting: 29.91 inches of mercury.

AIRMET Sierra, Update 7, for IFR conditions was issued at 1445 and was valid until 2100. This AIRMET included the return route of flight from BDE to ANE. It warned of occasional ceilings below 1,000 feet agl and visibilities below 3 statute miles in mist and fog.

AIRMET Sierra, Update 8, was issued at 1829 and remained in effect until 2100. The geographical area covered by the AIRMET was modified from that in update 7. However, it still included the departure airport and the return route of flight. Again, it specifically mentioned the possibility of occasional ceilings below 1,000 feet agl and visibilities below 3 statute miles in mist and fog.

AIRMET Zulu, Update 4, for icing was issued at 1651 and remained valid until 2100. It warned of occasional moderate rime or mixed icing in clouds and/or precipitation below 12,000 feet mean sea level (msl), east of a line from Nodine (ODI), Minnesota, to International Falls (INL), Minnesota. This was about 60 miles east of the BDE-ANE route of flight.

The AIRMET also included a warning of icing conditions in clouds and/or precipitation between 10,000 feet msl and 18,000 feet msl, beginning at a line from ODI to INL and extending west as far as Minot, North Dakota. This included the BDE-ANE route of flight.

The most recent area forecast for northern Minnesota was issued at 1345. Conditions ov