History of Flight
On June 29, 2008, at approximately 1259 mountain daylight time, a single-engine Cessna U206F, registration N2905Q, was destroyed upon impact with terrain after taking off from runway 19 at Santa Rosa Municipal Airport in Santa Rosa, New Mexico. The private pilot and four passengers were fatally injured. The flight was a personal cross-country flight to Chicago, Illinois, operating under Title 14 Code of Federal Regulation Part 91. No flight plan was filed. Weather conditions were visual flight rules, and the temperature was 79 degrees Fahrenheit at the nearest weather reporting station.
Two witnesses observed the accident. The first witness, located near the airport, reported that the airplane lifted off approximately halfway down the 5,013-foot runway. The airplane climbed to about 200-300 feet above ground level, then turned left with a nose-high attitude. The turn continued to nearly 180 degrees of heading change, after which the nose dropped sharply, and the airplane dove toward the ground. The witness lost sight behind rolling terrain and saw a fire start around the engine section.
The second witness, an employee at an aircraft manufacturing company, saw the airplane lift off and initially appear to have difficulty climbing. It climbed to about 200-300 feet before making a slow left turn with a nose-high attitude, which seemed steeper than normal. The nose-high attitude continued through the turn until near 180 degrees of heading change, when the left wing dropped sharply. The witness likened the flight path to a "crop duster's turn" to reverse course. The airplane quickly lost altitude and dove toward the ground. After losing sight, the witness rushed to the airport and found a "wall of luggage" preventing easy entry into the airplane. No movement was detected inside, and a post-crash fire erupted.
Personnel Information
The pilot held a private pilot certificate with a single-engine land rating and a valid third-class medical certificate issued June 5, 2007, reporting 550 total hours and 40 hours in the preceding six months. The pilot's logbook was not recovered. The pilot's father, also a private pilot, estimated the pilot had 600-700 total hours and had made the cross-country flight from Arizona to Illinois at least three times. The father described the pilot as familiar with high-density altitude operations.
Aircraft Information
The 1975 Cessna U206F, serial number U20603014, was powered by a 300-horsepower Teledyne Continental Motors IO-520-F engine, driving a three-bladed metal McCauley propeller. The last annual inspection was on July 25, 2007, at which the airframe had 2,348.2 hours. The airplane flew 18.6 hours since the previous annual inspection. It is unknown how many hours had been flown since the 2007 inspection.
A weight and balance calculation found in the wreckage estimated the airplane weight at 3,529.6 pounds with a moment of 169.8, within the center of gravity envelope. Baggage was found on the right aft passenger seat and in the baggage compartment. Post-crash fire consumed some items, and water from fire suppression affected weight measurements. A precise weight and balance at the time of the accident could not be determined.
Meteorological Information
At 1253, an automated station at Tucumcari Municipal Airport (about 53 nautical miles northeast) reported winds from 110 degrees at 14 knots, visibility 10 statute miles, clear skies, temperature 79°F, dew point 55°F, and barometric pressure 30.34 inches of Mercury. A temperature reporting station at Santa Rosa recorded 76°F at 1254. Density altitude at takeoff was estimated at about 6,692 feet.
Airport Information
Santa Rosa Municipal Airport (I58) is at elevation 4,792 feet. It has no control tower. The airplane took off from runway 19, 5,013 feet long and 75 feet wide.
Wreckage and Impact Information
The wreckage was on airport property with fire damage. An initial impact crater contained one propeller blade and aircraft components. All control surfaces were accounted for. The left wing was completely separated with thermal damage; the right wing partially attached with thermal damage. Occupied seats showed downward compression with seat rails bent leftward. The fuselage had fire damage from aft of the firewall to the cargo compartment. The ELT was in the "armed" position and due for replacement in April 2008.
Examination of the airframe revealed no anomalies precluding safe operation. Flight control cable continuity was established to elevator, rudder, and aileron. Both flaps were at 10 degrees. The fuel tank selector was in the left tank position. Throttle, mixture, and propeller controls were in the "fire wall" position. The airplane had a STOL kit and stall fences.
Engine examination showed no anomalies precluding power production. Crankshaft rotation, cylinder compression, and valve continuity were established. The fuel pump drive shaft rotated freely, the inlet fuel screen was clear, the right magneto produced spark, and the oil screen was clear. All three propeller blades exhibited S-bending, chord-wise scratches, and gouging. One blade fractured near the root consistent with overload.
Medical and Pathological Information
On the pilot's most recent medical application, he answered "no" to having heart or vascular trouble. The pilot's father saw him the day before and reported he seemed normal. An autopsy found greater than 95% stenosis of the left circumflex artery and up to 50% stenosis in other major coronary arteries. The medical examiner ruled the manner of death as multiple blunt force injuries from the accident and noted: "Although it cannot be known with certainty, it is possible that the decedent experienced acute cardiac symptoms (such as a heart attack) shortly after takeoff, and those symptoms contributed to the crash." Toxicology tests were negative for carbon monoxide, cyanide, ethanol, and drugs.
Additional Information
The wreckage was released to the owner's representatives on July 24, 2008. No parts or components were retained by the Safety Board.