History of Flight
On October 28, 2008, about 1900 Pacific daylight time, a Cessna P206, N2570X, was substantially damaged when it impacted terrain while maneuvering near the Valley View Airport (5S9), Estacada, Oregon. The airplane was registered to and operated by the pilot under 14 CFR Part 91. The private pilot and his passenger were killed. Night visual meteorological conditions prevailed and no flight plan was filed for the cross-country personal flight. The flight originated from the Lexington Airport (9S9), Lexington, Oregon, about 1745.
According to a witness located at 5S9, the pilot called him using a cell phone about 1845 stating that the airplane had lost all electrical power. The pilot asked the witness to turn on the runway lights to help locate the airport and land. A few minutes later, the pilot called again requesting that the witness “flash” the runway lights and asked if the witness could hear the airplane. The witness and his wife went outside and attempted to locate the airplane. A few seconds later, they observed an airplane flying overhead on a westerly heading with no lights at an estimated altitude of about 800 feet above ground level. As the airplane passed over the runway, it initiated a left turn before the witness lost sight. Shortly after, the witness heard the sound of impact and called 911.
Personnel Information
The pilot, age 54, was issued a private pilot certificate with an airplane single-engine land rating on June 25, 2008. A third-class airman medical certificate was issued on April 3, 2007, with the limitation “not valid for any class after.” Review of the pilot’s personal logbook revealed that as of September 28, 2008, he had accumulated 190.6 total hours of flight time, including 1.2 hours in the previous 30 days and 43.7 hours in the previous 90 days. He had accumulated 139.2 hours in the accident make/model airplane.
Aircraft Information
The six-seat, high-wing, fixed-gear Cessna P206, serial number P206-0070, was manufactured in 1964. It was powered by a Continental IO-520-A engine rated at 285 horsepower driving a McCauley E2A43C7-3-NO two-bladed constant speed propeller. According to FAA records, the airplane was registered to the pilot on August 22, 2007. Maintenance logbook records showed an annual inspection completed on December 21, 2007, at a tachometer reading of 332.5 hours and airframe total time of 6,241.3 hours. An entry dated July 28, 2008, noted replacement of the alternator and voltage regulator. At the time of the accident, the airplane had accumulated 122.5 hours since that inspection.
Meteorological Information
Recorded data from the automated weather observation station at Portland Troutdale Airport, about 15 miles north of the accident site, revealed at 1853 wind calm, visibility 10 statute miles, clear sky, temperature 11°C, dew point 8°C, and an altimeter setting of 30.21 inches of Mercury. According to the US Naval Observatory, sunset was at 1800, end of civil twilight at 1831, and moonset at 1756.
Airport Information
Valley View Airport (5S9) is an unattended airport operating under class G airspace. The field elevation is 735 feet mean sea level. The airport has a single asphalt runway, 3,780 feet long and 32 feet wide, oriented 160/340 degrees. Runway edge lights are installed along the middle 2,240 feet and are operated by personnel on the ground. No runway visual slope indicators were installed.
Wreckage and Impact Information
Examination revealed the airplane struck trees and impacted ground 0.26 miles south of 5S9. Wreckage debris and several broken tree limbs were scattered about 54 feet along an approximate 070-degree magnetic heading from the first topped tree. The airplane came to rest inverted within thick vegetation. The left and right wing attach points were separated but remained attached to the fuselage via control cables. All primary flight control surfaces and major components were located within the debris field. The engine and engine mounts were separated from the engine firewall. A strong fuel odor was noted. A local resident reported locating a portion of the outboard left wing tip and damaged trees about 300 to 400 feet directly south of the accident site about one month later.
Flight control continuity was established from cockpit controls to all primary flight controls. The rudder control cables were separated in the cockpit just above the rudder bellcrank and exhibited “broomstraw” signatures. The flap actuator was measured consistent with the flaps in the “UP” position. The right wing fiberglass fuel tank was shattered. The left fuel tank was intact but fuel lines were breached at the wing root. Fuel screens were free of debris. The fuel selector was set to the right fuel tank. No shoulder harnesses were present; both lap belts were buckled and cut by first responders.
Medical and Pathological Information
An autopsy conducted by the Clackamas County Medical Examiner on October 29, 2008, determined the cause of death to be “head injuries.” Toxicology tests performed by the FAA’s Civil Aeromedical Institute detected diazepam (0.2 ug/ml) in blood, ibuprofen and naproxen in blood, nordiazepam (0.318 ug/ml in blood, 0.152 ug/ml in urine), oxazepam in blood and urine, and temazepam (0.018 ug/ml in blood, 0.352 ug/ml in urine). A family member stated the pilot had undergone a minor surgical procedure on October 14, 2008, and was prescribed diazepam 10mg three times a day for muscle spasms.
Tests and Research
On November 6, 2008, the wreckage was examined at Specialty Aircraft, Redmond, Oregon. Engine examination revealed no anomalies precluding normal operation. The alternator remained attached; the ground terminal nut was found loose and backed off, with copper particles and evidence of electrical arcing. The alternator functioned normally when tested on a bench. Examination of the airframe verified continuity from the master switch to the 50 amp circuit breaker, battery relay, and alternator controller. The diode on the master switch terminals was separated. The alternator controller tamperproof seal was separated; inside, a diode was found loose with heat damage on the circuit board. A Garmin GPSMap 396 portable GPS unit was recovered; track logs from the accident date showed maneuvering patterns in the vicinity of the airport, with the last point located about 0.16 mile west of the accident site.