CHI05FA017

The airplane collided with a tree and terrain while maneuvering on final approach during a night landing. The airplane crossed over the airport at an altitude of approximately 2,800 feet above mean sea level (msl) and was cleared for the visual approach to runway 20. The pilot questioned the location of the airport and requested that air traffic control (ATC) provide vectors to final approach. ATC vectored the airplane to a 7-mile final approach. The airplane was at an altitude of approximately 3,100 feet msl, 7 miles from the airport. Once the airplane turned onto final approach the pilot reported having the airport in sight at which time ATC again cleared the airplane for the visual approach. ATC then informed the pilot he was one mile from the airport and asked if he was "gonna be able to get down from there." Radar data indicates the airplane was at an altitude of approximately 1,800 feet mean sea level (msl) [540 feet above ground level (agl)] as it approached the end of the runway. The pilot stated he wanted to make a circle and that he was cleared to land on runway 020. The controller informed the pilot that he was cleared to runway 20 which was a half mile in front of him. Again the pilot requested to circle or extend the "downwind." The controller informed the pilot that the runway was 7,000 feet long, but that he could make a 360-degree turn if he needed to. The pilot responded that he was going to make a left 360-degree turn. Witnesses reported seeing the airplane over the runway prior to it entering a left descending turn during and impacting the terrain. The airplane impacted a tree about 30 feet above the ground. The airplane continued to travel 594 feet along up sloping terrain prior to coming to rest. Post accident inspection of the airplane and engine failed to reveal any mechanical failure/malfunction which would have resulted in the accident.

History of flight

On October 26, 2004, at 1940 central daylight time, a Cessna 182J, N2703F, operated by a private instrument rated pilot collided with a tree and terrain while maneuvering on final approach to runway 20 at the Springfield Branson Regional Airport, Springfield, Missouri. The private pilot and a private pilot rated passenger were fatally injured. A second passenger who was in a rear seat of the airplane was seriously injured. The 14 CFR Part 91 personal flight was operating in visual meteorological conditions at the time of the accident. An instrument flight rules flight plan had been filed and activated for the flight. The flight originated from the Ardmore Municipal Airport (ADM), Ardmore, Oklahoma, at 1726.

The passenger in the rear of the airplane stated during an interview that his brother, the pilot, had purchased the airplane in San Diego and they were flying it back to his home in New York. He stated that on the day prior to the accident, they departed San Diego and flew to El Paso, Texas, where they spent the night. The passenger stated they departed El Paso between 0800 and 0830 on the morning of the accident and made an en route fuel stop in Ardmore. He stated they then departed Ardmore en route to Springfield where they planned on spending the night. The passenger stated his brother was flying the airplane. He stated that he did not remember any other events regarding the flight including the accident.

According to Federal Aviation Administration (FAA) air traffic control (ATC) records, N2703F landed at ADM at 1430. An employee of a fixed base operator (FBO) at ADM stated the pilot and passengers left the airport to get something to eat. He stated they then waited for the weather to clear prior to departing. FAA ATC records indicate N2703F departed ADM at 1726 en route to SGF.

At 1913, N2703F contacted SGF approach control. The pilot was told to expect the visual approach for runway 20 and he was cleared to descend and maintain 4,000 feet at his discretion.

At 1927, N2703F reported being level at 4,000 feet.

At 1930, the pilot of N2703F was cleared to descend to 3,000 feet and was instructed to report having the airport in sight.

At 1931, the controller informed the pilot that the airport was at his two to two thirty position and three miles away. One minute later, the pilot reported having the airport in sight at which time the pilot was instructed to contact the tower.

Radar data indicates the N2703F flew over the airport at an altitude of approximately 2,800 feet above mean sea level (msl). At 1932, N2703F asked the approach controller if there were two airports next to each other. The controller informed the pilot that there was only one airport and that it was off his right side about a mile and a half behind him. N2703F then requested vectors to final approach which the controller began issuing.

At 1935, the controller informed the pilot that the airport was at his eleven thirty to twelve o'clock position and seven miles from him. Radar data indicates the airplane was at an altitude of approximately 3,100 feet msl when it was 7 miles from the airport.

At 1936, N2703F reported having the airport in sight. The approach controller cleared the airplane for the visual approach to runway 20, and instructed the pilot to contact the tower. N2703F contacted the tower and was cleared to land on runway 20. The tower controller issued the winds as being from 200 degrees at 7 knots.

At 1939, the tower controller informed the pilot that he was on a one mile final and asked, "...are you gonna be able to get down from there... ." N2703F replied, "uh one mile final uh no can I make a circle please." N2703F also stated, "(unintelligible) I was cleared for zero two zero." The controller replied that the airplane was cleared to land on runway 20 and the runway was about one half mile directly in front of them. Radar data indicates that N2703F was approximately 600 feet above ground level at this time. N2703F replied, "eh can I make a circle or just extend this downwind and come back." The controller stated, "well its seven thousand feet long you got a lot of room if you need to make a three sixty that's fine." N2703F replied they were going to make a left 360-degree turn.

At 1940, the tower controller radioed, "zero three foxtrot just crashed." There were no further radio communications with N2703F.

One witness reported seeing the airplane as it approached the airport. This witness stated the airplane looked high and slow. He stated the airplane was over the runway when it entered a sweeping left descending turn. This witness estimated the descent angle as being approximately 45-degrees. He stated it looked as if the pilot was attempting to pull up just prior to the airplane impacting the ground.

Another witness reported seeing the airplane's lights over the runway at an altitude of 150 to 200 feet. He stated the airplane was traveling from the southwest to the northeast. He stated the light was moving fast when it suddenly descended into the ground.

An airport employee reported seeing the airplane near the approach end of the runway at what he estimated to be traffic pattern altitude. He stated his attention was diverted and when he looked back, the airplane was descending at a high rate to the east.

Personnel information

The pilot held a private pilot certificate with airplane single-engine land and instrument airplane ratings which was issued on August 29, 2000. FAA records indicate his last medical examination was completed on August 24, 2004, when he was issued a third-class medical certificate. The medical certificate contained the limitations: "Must have available glasses for near vision. Not valid for any class after October 31, 2004."

The pilot's logbooks were not located during the investigation. At the time of his last medical examination the pilot reported having 1,000 hours of total flight time and 25 hours of flight time in the previous six months.

The pilot initially received his private pilot certificate with a single engine land rating on November 30, 1998. On July 27, 1999, the pilot failed an instrument rating flight test. The comment on the Notice of Disapproval of Application stated, "Attitude instrument flying entire flight test." On September 23, 1999, the pilot failed a second instrument rating flight test. Comments on the Notice of Disapproval of Application stated, "ILS Appch - Intercepting Localizer; NDB Appch - Putting Winds Into Appch; VOR Appch - Associating Hdg with OBS; Compass Turns." On August 29, 2000, the pilot passed his instrument rating flight test.

The pilot rated passenger held a private pilot certificate with an airplane single-engine land rating which was issued on June 11, 1969. FAA records indicate his last medical examination was completed on July 3, 2003, when he was issued a third-class medical certificate. The medical certificate contained the limitations: "Holder shall posses glasses that correct for near vision. Not valid after 7/31/04."

The passenger's pilot logbook was not located during the investigation. At the time of his last medical examination the pilot rated passenger reported having 105 hours of total flight time, none of which were accumulated in the past 6 months.

The surviving passenger stated that although his brother was flying the airplane, the pilot rated passenger occasionally flew portions of the trip to give his brother a rest.

A friend of the pilot's stated the pilot had flown N2703F twice since purchasing the airplane. He stated these two flights totaled four or five hours of flight time.

Aircraft information

The accident airplane was a 1965 Cessna 182J, serial number 18256803. N2703F was a high wing, fixed landing gear airplane with dual flight controls that was configured to hold four occupants. The ai