# NTSB NYC03FA022: Cessna 182D, N9964T, NewPhiladelphia, OH, November 17, 2002 - Type: NTSB accident investigation - Classification: Accident · Fatal · Field investigation · Final report - Date: November 17, 2002, 14:40 local (19:40 UTC) - Place: NewPhiladelphia, OH - Coordinates: 40.49361, -81.383056 - Nearby events: https://openairdocs.org/map.md?lat=40.4936&lon=-81.3831&mi=10 - Phase of flight: [Enroute](https://openairdocs.org/ntsb-phases/400) (OpenAirDocs' grouping) - Highest injury: Fatal - Injuries: 2 fatal - Status: Completed, report April 28, 2004 - Report: Approved by Office Director - Parties: Cessna Aircraft Co., Federal Aviation Admininstration - NTSB case key (mKey): 56070 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=NYC03FA022 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/56070/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=56070 - Page: https://openairdocs.org/ntsb/NYC03FA022 ## Probable cause The pilot's improper decision to disregard the weather briefing, and to conduct an intentional flight into known icing conditions, with an airplane not equipped for that flight, and his failure to maintain airspeed. Factors were the clouds and icing conditions, and the pilot's impairment due to drugs. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - In flight encounter with weather, cruise - normal - weather condition - clouds (contributing factor) - preflight briefing service - disregarded, pilot in command (cause) - impairment(drugs), pilot in command (contributing factor) - weather condition - icing conditions (contributing factor) - flight into known adverse weather - intentional, pilot in command (cause) - Loss of control - in flight, missed approach (ifr) - airspeed - not maintained, pilot in command - stall - inadvertent, pilot in command - In flight collision with terrain/water, descent - uncontrolled - terrain condition - open field ## Analysis While on approach the pilot reported the airplane had accumulated ice. When asked if he wanted to climb to a higher altitude, the pilot reported that he did not believe he could climb. He then initiated a missed approach and disappeared from radar. The airplane impacted in a nose down attitude in an open field with brush. No evidence of a pre-existing failure or malfunction was found with the engine or airframe. The pilot had received two weather briefings prior to departure which included advisories for icing conditions along his route of flight. En route he reported icing conditions, and then again while on approach. The airplane was not equipped with any de-icing equipment and the only anti-ice equipment was a heated pitot tube. A State Trooper reported ice adhering to the vertical stabilizer when he first arrived on scene. The drug diphenhydramine was found in the pilot's blood and liver. ## Factual narrative HISTORY OF FLIGHT On November 17, 2002, about 1440 eastern standard time, a Cessna 182D, N9964T, was destroyed when it struck terrain during a missed approach in New Philadelphia, Ohio. The certificated private pilot and the passenger were fatally injured. Instrument meteorological conditions prevailed for the personal flight. An instrument flight rules (IFR) flight plan had been filed for the flight that originated at Bloomington, Illinois, and was conducted under 14 CFR Part 91. The pilot kept his airplane at Harry Clever Field, New Philadelphia. On November 15, 2002, he and his wife flew to Bloomington. While at Bloomington, the airplane was serviced with 37.4 gallons of fuel. On November 17, the pilot contacted the Kankakee Flight Service Station (FSS) via telephone, and received two pre-departure weather briefings. The first briefing occurred at 0920. The pilot requested an outlook as to what type of weather he could expect on the planned flight. He was told that instrument meteorological conditions prevailed for the area, and there were no pilot reports available. He was also told the forecast called for occasional moderate rime ice and mixed (rime and clear) icing in clouds or precipitation, when flying at or below 10,000 feet. The second briefing occurred at 1103, at which time, the pilot received a full weather briefing. The briefing included reports of forecast icing conditions, pilot reports of icing conditions, and advisories of low clouds and instrument meteorological conditions over a wide area along the pilot's route of flight. The pilot filed an IFR flight plan during the briefing. The pilot departed Bloomington about 1151. At 1307, while in communications with Fort Wayne, Indiana approach control, the pilot reported that he was just in the tops of the clouds, "picking up a little bit of ice." The pilot requested to climb to 11,000 feet and was handed off to Indianapolis air route traffic control center, who approved the climb at 1315. At 1405, the pilot was issued a clearance to descend to 5,000 feet at pilot's discretion. About 1410, the pilot was transferred to Akron-Canton approach control. The airplane was initially at 5,000 feet and was descended to 4,000 feet, and then to 3,000 feet. The airplane was radar-vectored for the VOR-A Approach to Harry Clever Field. At 1429, the pilot reported, "we're picking up moderate ice here, we got a pretty good load on it." When asked if he needed to change altitude and climb back to 4,000 feet. The pilot replied, "...I don't think it will make much difference, I'm not sure I could go up anyway." When asked about the type of icing, the pilot confirmed that he was picking up rime ice. At 1431, when queried about the icing conditions, the pilot reported, "probably got about half to three inches of accumulation on the strut part control surface." The pilot was then cleared for the VOR-A Approach. At 1433, when asked by the controller, the pilot reported that he had also picked up ice when flying at 4,000 feet. At 1435, the controller told the pilot he was over the final approach fix, and asked if he was still picking up ice. The pilot replied, "...its not worse than it was before, but we got it on all over." The pilot was subsequently instructed to change to advisory frequency. The pilot reported that he was going to stay with approach control as he felt he probably would not get into New Philadelphia. At 1438:09, the pilot transmitted, "akron canton approach, skylane six four tango, we're going to have to declare the missed [approach], we can't get into the airport, uh we'll need vectors up to akron canton." At 1438:17, the approach controller replied, " six four tango roger fly heading zero two zero, climb and maintain three thousand two hundred [feet], [this will] be vectors to the i l s two three approach to akron canton." At 1438:26, the pilot replied, "left to zero two zero, and up to three thousand two hundred [feet], six four tango" No further transmissions were received from the pilot. Two witnesses observed the accident. One witness reported: "...I saw a small plane fall into the ground about 100 feet in front of us and about 30 feet from the road...It fell straight down and was spinning slowly...." During a follow-up telephone interview, the witness reported that he saw the airplane come out of the overcast, in a steep nose down pitch attitude. He described the weather as drizzle and fog. The other witness reported: "...a Cessna plane crashed just feet in front of us...." In a follow-up telephone interview, the witness reported that when the accident occurred, he observed what he thought was a "white powder" flying across the road ahead of him. He also described the weather as cold with drizzle, the sky was overcast and there were occasional sprits of snow and light rain. The wind was blowing about 10 to 15 mph, but he did not know the direction. The accident occurred during the hours of daylight at north latitude 40 degrees, 29.610 minutes and west longitude 81 degrees, 22.997 minutes. PERSONNEL INFORMATION The pilot held a private pilot certificate with airplane single engine land, and instrument airplane ratings. According to his pilot logbook, which was current through November 15, 2002, he had accumulated a total flight experience of 1,210 hours. This included 1,132 hours as pilot-in-command, 1,056 hours in the Cessna 182, and 48 hours in the preceding 90 days, all in make and model. The pilot's last flight review occurred on November 11, 2002, in the accident airplane. The pilot was last issued a third class FAA airman medical certificate on January 25, 2001 AIRCRAFT INFORMATION The airplane was a 1960 Cessna 182. The airplane was not certificated for flight in known icing conditions. The only anti-ice device on the airplane was a heated pitot tube. The airplane was not equipped with de-icing equipment. METEOROLOGICAL INFORMATION The recorded weather from New Philadelphia, at 1353, included visibility 6 miles, mist, ceiling 700 feet overcast, winds from 320 degrees at 8 knots, temperature 1 degree Celsius, dewpoint 0 degree Celsius. The 1453 weather observation included visibility 5 miles, light rain and mist, ceiling 700 feet overcast, winds from 300 degrees at 7 knots, temperature 1 degree Celsius, dewpoint 0 degree Celsius. The airport manager reported that about the time of the accident, the weather was 500 feet overcast, with visibility variable between 1/2 mile and 2 miles. The clouds and mist were variable, and the winds were from 310 degrees at 10 knots. AIDS TO NAVIGATION The airport elevation was 894 feet. The minimum descent altitude on the VOR-A Approach was 1,620 feet msl (mean sea level), or 726 feet agl (above ground level), for category A, B, and C airplanes. RADAR AND OTHER REMOTELY RECORDED DATA Radar data was received from Akron Canton, Ohio. The airplane was identified by its beacon code of 0730. The pilot had originally been assigned the code 0731; however, according to communications between the pilot and approach control, the facility was receiving a zero in the last digit. The radar data revealed the pilot initiated the approach from the north, and crossed over BARTE intersection, the final approach fix at 3,900 feet. The airplane continued its descent to 1,600 feet, and when the airplane was about 2 miles north of the airport, a climb was initiated. The airplane turned to the left (east), and climbed to 1,800 feet, prior to descending. From the last radar contact, the bearing to the accident site was 083 degrees, with a distance 0.4 nautical miles. From the last radar contact, the bearing to the airport was 234 degrees and a distance of 1.8 nautical miles. WRECKAGE AND IMPACT INFORMATION The airplane had impacted in an open field with low saplings and high brush. Prior to the arrival of ## Aircraft - Registration: [N9964T](https://openairdocs.org/deregistered/N9964T-2013-05-31), registration cancelled 2013-05-31, S/N 18253064, built 1960 (OpenAirDocs) - Reported make and model: Cessna 182D - Registry model: [Cessna 182D](https://openairdocs.org/model/cessna-182d) (registry code 2072710) (OpenAirDocs) - Registry engine: [Continental O-470 series](https://openairdocs.org/engine/continental-o-470-series) (registry code 17026, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 18253064 - Airframe hours: 4554.9 - Engines: Continental O-470-L 230 horsepower reciprocating - Damage: Destroyed - Flight: Personal, Part 91 - Airworthiness certificate: Standard, Normal - Last inspection: Annual, April 18, 2002, 87.9 hours before - Departed: BMI, Bloomington, IL - Destination: PHD, New Philadelphi, OH - Flight plan: IFR - Airport: PHD, Harry Clever Field ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 55; injuries: fatal; private; airplane ratings: single-engine land; instrument ratings: airplane; medical: class 3, valid medical--w/ waivers/lim; last flight review November 11, 2002; seat: left; toxicology performed; flight hours: 1,210 total, 1,056 in this make and model, 1,132 as pilot in command, 48 in the last 90 days, 14 in the last 30 days ## Weather - Conditions: Instrument (IMC), Day - Wind: 300° at 7 knots - Visibility: 5 statute miles - Lowest ceiling: 700 ft overcast - Temperature: 34 °F, dew point 32 °F - Altimeter: 29.86 inHg - Observed at: PHD, 2 nm away ## FAA reports on this event (1) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Accident 20021117033759A](https://openairdocs.org/incident/20021117033759A), Nov 17, 2002: Cessna 182D, New Philadelphi, OH, Destroyed, 2 fatal. (-23) On November 17, 2002 at approximately 1439Z a Cessna 182-D serial number 18253064 owned and operated by david edward see was executing a missed approach… ## Docket (20 files) The files NTSB released with the investigation on January 12, 2004, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=56070. 4.0 MB in all. - Interview Summaries (item 1, .PDF, 55 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40202105&FileExtension=.PDF&FileName=Interview%20Summaries-Master.PDF - Weather Briefings (item 2, .PDF, 294 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40202106&FileExtension=.PDF&FileName=Weather%20Briefings-Master.PDF - Summary of Air Traffic Services (item 3, .PDF, 194 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40202107&FileExtension=.PDF&FileName=Summary%20of%20Air%20Traffic%20Services-Master.PDF - Instrument Approach Procedure (item 4, .PDF, 80 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40202109&FileExtension=.PDF&FileName=Instrument%20Approach%20Procedure-Master.PDF - Radar Data (item 5, .PDF, 212 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40202110&FileExtension=.PDF&FileName=Radar%20Data-Master.PDF - Radar Track (item 6, .PDF, 634 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40202111&FileExtension=.PDF&FileName=Radar%20Track-Master.PDF - Last refueling (item 7, .PDF, 51 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40202113&FileExtension=.PDF&FileName=Last%20refueling-Master.PDF - Advisory Circular 91-51 (item 8, .PDF, 572 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40202114&FileExtension=.PDF&FileName=Advisory%20Circular%2091-51-Master.PDF - New Philadelphia, Ohio - METARS (item 9, .PDF, 65 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40202115&FileExtension=.PDF&FileName=New%20Philadelphia,%20Ohio%20-%20METARS-Master.PDF - Top of left wing (item 10, .PDF, 272 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40202153&FileExtension=.PDF&FileName=Top%20of%20left%20wing-Master.PDF - Bottom of right wing (item 11, .PDF, 240 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40202154&FileExtension=.PDF&FileName=Bottom%20of%20right%20wing-Master.PDF - Propeller (item 12, .PDF, 268 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40202283&FileExtension=.PDF&FileName=Propeller-Master.PDF - Ice found on anti-collision light following day (item 13, .PDF, 216 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40202156&FileExtension=.PDF&FileName=Ice%20found%20on%20anti-collision%20light%20following%20day-Master.PDF - Tachometer (item 14, .PDF, 314 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40202157&FileExtension=.PDF&FileName=Tachometer-Master.PDF - ATC Transcript - Akron Approach Control (item 15, .PDF, 194 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40353078&FileExtension=.PDF&FileName=ATC%20Transcript%20-%20Akron%20Approach%20Control-Master.PDF - Ohio State Police Wreckage Diagram (item 16, .PDF, 54 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40353079&FileExtension=.PDF&FileName=Ohio%20State%20Police%20Wreckage%20Diagram-Master.PDF - NTSB Parties to the Investigation (item 17, .PDF, 59 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40353080&FileExtension=.PDF&FileName=NTSB%20Parties%20to%20the%20Investigation-Master.PDF - Wreckage Release (item 18, .PDF, 41 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40353081&FileExtension=.PDF&FileName=Wreckage%20Release-Master.PDF - Toxicology Report (item 19, .PDF, 57 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40353082&FileExtension=.PDF&FileName=Toxicology%20Report-Master.PDF - Witness Statements (item 20, .PDF, 108 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40353100&FileExtension=.PDF&FileName=Witness%20Statements-Master.PDF From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.