NYC05FA100

The instrument rated private pilot was on a cross-country flight in instrument meteorological conditions. Shortly after takeoff, he reported to air traffic control that he was at his assigned altitude of 3,000 feet. This was the last known communication from the pilot. Radar data depicted the airplane flying in a southeasterly direction after takeoff, and climbing to about 3,000 feet. During a time span of about 3 minutes, the airplane made non-ATC directed turns from the southeast, to the south, and to the northeast, before it disappeared from radar. The wreckage was located at an elevation of approximately 1,300 feet, about 6 miles southeast of the departure airport. The crash site was in a forest with large trees. The lack of a horizontal crash path through the trees, and the impact damage the airplane received, were indicative of a vertical, or near vertical impact with trees and terrain. Examination of the airplane disclosed no evidence of any preimpact mechanical anomaly. A weather observation taken about the time of the accident at the departure airport included an overcast ceiling at 1,600 feet, and an identical temperature and dew point of 53 degrees F.

History of flight

On June 19, 2005, about 0735 eastern daylight time, a Cessna 182Q, N21005, was destroyed when it impacted terrain in Stockholm, New Jersey. The certificated private pilot was fatally injured. Instrument meteorological conditions prevailed and an instrument flight rules (IFR) flight plan had been filled for the flight that departed Sussex Airport (FWN), Sussex, New Jersey, destined for the Igor I. Sikorsky Memorial Airport (BDR), Bridgeport, Connecticut. The personal flight was conducted under 14 CFR Part 91.

The airplane was owned by the pilot and based at FWN.

According to information obtained from the Federal Aviation Administration (FAA), at 0725, the pilot contacted air traffic control to obtain an IFR clearance. The airplane was cleared to fly direct to the SPARTA VORTAC, which was located about 9 miles south-southeast of FWN, then as filed, at an initial altitude of 3,000 feet. The pilot stated that he was ready to takeoff, and he was provided a departure release with a void time of 0736. At 0734, the pilot contacted New York Approach Control, and reported that he was at an altitude of 3,000 feet. There were no further communications from the pilot. Radar data depicted the airplane flying in a southeastly direction after takeoff, and climbing to a recorded altitude of 2,900 feet. At 0733:40, the airplane turned toward the south, which was followed by a turn to the northeast, before radar contact was lost at 0734:58.

The airplane was located on Hamburg Mountain, on June 23, 2005, about 6 miles southeast of FWN.

The accident occurred during the hours of daylight, located approximately 41 degrees, 8 minutes north latitude, and 74 degrees, 32 minutes west longitude.

Personnel information

The pilot held a private pilot certificate with an instrument rating. Review of the pilot's logbook revealed that as of June 9, 2005, he had accumulated about 415 hours of total flight experience; which included about 45 and 5 hours logged as simulated and actual instrument flight time; respectively. It was noted that the pilot's last logged flight included 2 hours of actual instrument flight experience. His most recent biennial flight review and instrument proficiency check were performed on April 9, 2005.

The pilot's most recent FAA third class medical certificate was issued on October 28, 2003.

Aircraft information

The pilot purchased the airplane on June 12, 1996. According to maintenance records, the airplane's most recent annual inspection was performed on December 10, 2004. At that time, the airplane had been operated for about 2,600 total hours. The pilot's logbook documented a VOR check that was performed at BDR, on June 4, 2005.

Meteorological information

A weather observation taken at FWN, which was located at an elevation of 421 feet msl, at 0753, reported: winds from 040 degrees at 7 knots; visibility 10 statue miles; ceiling overcast at 1,600 feet; temperature 59 degrees F; dew point 54 degrees F; altimeter 30.17 in/hg.

The National Weather Service (NWS) surface analysis chart for 0800 on June 19, 2005, depicted the accident site between dual high pressure systems located over Quebec, Canada, and a stationary front was located off the Atlantic coast, with a frontal wave off the Georgia coast. A trough of low pressure was also depicted over western West Virginia and eastern Kentucky and Tennessee. No frontal boundaries or other disturbances were depicted in the vicinity of the accident site. The station models on the chart depicted an extensive area of overcast clouds extending over New York, New Jersey, Pennsylvania, and most of New England; however, no adverse weather was reported.

The NWS Weather Depiction Chart for 0600 depicted an area of marginal visual flight rules conditions over northern New Jersey which included the accident site. Instrument meteorological conditions were forecasted over the accident site.

Wreckage and impact information

The airplane came to rest inverted on a magnetic heading of about 090-degrees, in a wooded area. The accident site was at an elevation of about 1,300 feet, and surrounded by trees which were about 60 feet tall. All major portions of the airplane were accounted for at the accident site. The cockpit, and the portion of the fuselage forward of the front seats was destroyed. Both wings were separated. The outboard 7 feet of the left wing, with aileron attached was located approximately 24 feet beyond the main wreckage. The remaining portion of the left wing, and the right wing were fragmented and located within the main wreckage. The empennage remained attached to the airframe. The inboard half of the left horizontal stabilizer contained a "u-shaped" crushed area, which extended from the leading edge to the aft spar. The rudder remained attached; however, it was crushed downward.

Flight control continuity was established from the rudder and elevator, to the mid-cabin area. Flight control continuity from the cabin to the ailerons could not be confirmed due to impact damage. Measurement of the flap actuator jack screw corresponded to a retracted flap position.

The engine was separated from the fuselage, and impact damaged. The number 5 cylinder head was fractured, which exposed the intake and exhaust valves. In addition, the crankcase was cracked adjacent to the number 5 cylinder. Except for the propeller governor, all accessories were separated from the engine. The left magneto was fractured into several pieces. The right magneto was intact and produced a spark from all towers when rotated on a test bench. All top spark plugs were removed, except for the number 5 cylinder spark plug, which was located among the debris. All spark plug electrodes were intact and gray in color. The carburetor bowl was separated from the throttle body; however, the floats and needle valve moved freely. The oil pump gears were not damaged. The oil filter was crushed; however, examination of portions of the filter element did not reveal any metallic debris. The engine could not be rotated. A borescope examination of all cylinders did not revealed any pre-impact failures.

The propeller was separated from the engine at the mounting flange. Both propeller blades contained "s-bending," chord wise scratches, and leading edge nicks. Portions of the trailing edges for both blades contained gouges.

The vacuum pump was separated from the engine. The vacuum pump drive coupling was intact and bent. Disassembly of the vacuum pump revealed that the rotor was cracked; however, all vanes were intact.

The attitude indicator and directional gyro instruments were separated from their respective mounts, and located in the debris path. Both gyros were disassembled and scoring was observed on the gyro rotor and housing.

Both fuel tanks were compromised and no fuel was observed at the accident site. Wilted vegetation was observed surrounding the accident site. The gascolator screen was absent of debris.

A Garmin global positioning system (GPS) receiver was located in the main wreckage. Subsequent examination of the receiver revealed that due to the extent of physical damage to the unit, no stored data could be retrieved.

Medical and pathological information

An autopsy was performed on the pilot, on June 24, 2005, by the County Medical Examiners Office, Newton, New Jersey.

Toxicological testing was conducted by the FAA Toxicology Accident Research Laboratory, Oklahoma City, Oklahoma.

Additional information

Wreckage Release

The airplane wreckage was released on June 27, 2005, to a representative of the owner's insurance company.