HISTORY OF FLIGHTOn May 17, 2021, about 1308 eastern daylight time, a Cessna 182H airplane, N2430X, was destroyed when it was involved in an accident near St. Louis, Michigan. The pilot was fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 pipeline patrol flight. According to the operator’s fleet monitoring data, about 0828, the airplane departed Clare Municipal Airport (48D), Clare, Michigan, and completed a pipeline patrol flight to the southeast. About 1128, the airplane landed at Romeo State Airport (D98), Romeo, Michigan. According to fueling records, the pilot purchased 48.19 gallons of 100 low-lead aviation fuel before he departed D98 about 1206. The accident occurred during a pipeline patrol flight that tracked northwest toward Kalkaska, Michigan. A review of Federal Aviation Administration (FAA) radar data revealed that, during the final 4.5 minutes of the flight, the airplane’s altitude was between 450 ft and 800 ft above ground level (agl) as it followed the intended pipeline. The airplane’s ground track was offset to the right of the pipeline until about 1307:35, at which point it crossed over the pipeline and continued northwest about 1,000 to1,250 ft to the left of the pipeline, as shown in figure 1. The operator reported that the airplane should be flown to the right of the pipeline to ensure that the pilot, who is seated in the left cockpit seat, can maintain an unobstructed view of the pipeline during the patrol flight. Figure 1 – Radar track data Two individuals reported that the pilot posted a Snapchat video shortly before the accident. The Snapchat video reportedly depicted the terrain ahead of the airplane’s position and showed the wind turbines and cornfields located about 5 to 10 miles southeast of the accident site. Although the video was automatically deleted from the Snapchat platform 24 hours after the accident, it reportedly did not include the final moments of the flight. One of the individuals provided a screenshot of the Snapchat application’s map that showed the approximate location of the pilot’s location when he posted the video. When compared to the airplane’s recorded radar ground track, the pilot’s Snapchat post was about 1.5 miles southeast of a 1,049-ft-tall radio tower, as shown in figure 2. According to a visual flight rules (VFR) sectional chart, the top of the radio tower was at 1,739 ft mean sea level (msl), as shown in figure 3. Figure 2 – Radar track data and approximate location of pilot’s snapchat post Figure 3 – VFR sectional chart with location of the radio tower (red circle) According to radar data, the airplane continued northwest toward the radio tower. At 1308:18, the airplane was 0.65 miles southeast of the tower in a shallow right turn when it entered a climb from 475 ft agl. The final radar return, at 1308:33, was about 600 ft east-southeast of the tower, at which point the airplane’s altitude, calibrated airspeed, and climb rate were about 1,370 ft msl, 104 knots, and 1,575 ft per minute, respectively, as shown in figure 4. The airplane’s final altitude was 370 ft below the top of the radio tower and its ground track was toward the guy wires located on the northeast side of the radio tower. Figure 4 – Airplane altitude, speed, and vertical speed Figure 5 – Airplane ground track, roll angle, and flight path angle WRECKAGE AND IMPACT INFORMATIONThe wreckage debris path began in the vicinity of the radio tower. The left wing, left horizontal stabilizer, left elevator, and left cabin door were found near the radio tower and within the support guy wire perimeter, as depicted in figure 6. Postaccident examination revealed that the airplane’s left wing collided with a support guy wire attached to the northeast side of the radio tower. The left wing separated from the fuselage at the wing root. Most of the left-wing leading edge separated from the main wing structure along a lateral rivet line and exhibited damage consistent with a guy wire impact. The fresh air inlet tube located in the leading edge of the left wing exhibited a U-shape compression that was consistent with the diameter of the outermost tower guy wires. The left-wing lift strut and front spar were severed in two portions about 4 ft from the wing attach point. The damage to the left-wing lift strut exhibited a U-shape compression that was consistent with the diameter of the outermost tower guy wires. The left horizontal stabilizer and left elevator separated the aft fuselage during the impact sequence, and the leading edge of the left horizontal stabilizer exhibited damage consistent with the left wing impacting the surface. The main wreckage was located in a dirt field about 0.3 mile northwest of the radio tower. All major airframe structural components and flight control surfaces were identified along the wreckage debris path. Most of the airplane fuselage, cabin, and cockpit were destroyed by the postaccident fire. Postaccident examination of the airplane wreckage did not reveal any evidence of a mechanical malfunction or failure that would have prevented normal operation of the airplane before it collided with the radio tower guy wire. All physical damage to the airframe, flight controls, engine, and propeller was consistent with impact with a tower guy wire, impact with the ground, or the postaccident fire. Figure 6 – Wreckage Debris Path at Accident Site MEDICAL AND PATHOLOGICAL INFORMATIONAn autopsy of the pilot was authorized by the Midland County Coroner’s Office, Midland, Michigan, and completed at McLaren Bay Region Hospital, Bay City, Michigan. According to the autopsy report, the cause of death was blunt force injuries and thermal burns, and the manner of death was an accident. Toxicological testing completed by the Federal Aviation Administration’s Forensic Sciences Laboratory identified amlodipine in the pilot’s blood and liver. Amlodipine is a calcium channel blocker used to treat high blood pressure and coronary artery disease. The pilot reported the use of amlodipine to his FAA medical examiner who authorized its use and issued him a 1st class medical. The remaining toxicological testing did not detect any additional medications, ethanol, drugs of abuse, or carboxyhemoglobin.