History of Flight
On January 23, 2009, at about 0655 mountain standard time, a Cessna 205, registration N8298Z, impacted a hill shortly after departing from Flagstaff Pulliam Airport in Flagstaff, Arizona. The two private pilots, one of whom was the owner, were operating the airplane under 14 Code of Federal Regulations Part 91. The cross-country business flight was originating from Flagstaff with a planned destination of Yuma, Arizona. Instrument meteorological conditions prevailed in the area; no flight plan had been filed. The pilots' spouses reported that the pilots had been planning to fly to Yuma to attend a business meeting.
Personnel Information
The left-seated pilot, age 47, held a private pilot certificate for single-engine airplanes. His most recent third-class medical certificate was issued on March 12, 2007, with a limitation that he must wear corrective lenses. He reported 1,550 total flight hours on his last medical application. His personal flight logbooks showed entries through 2002 with 960.9 hours; a biennial flight review was signed on February 6, 2006, and an instrument proficiency check on February 28, 2008. He did not hold an instrument rating. His spouse described him as a conservative and conscientious pilot. The right-seated pilot, age 57, held a private pilot certificate with single-engine land and instrument ratings. His medical certificate was issued on May 6, 2008, with a limitation for near vision glasses. He reported 2,500 flight hours. His spouse stated he was a seasoned pilot who regularly flew in Alaska and Flagstaff, and that he rarely flew instruments despite holding an instrument rating.
Aircraft Information
The Cessna 205, serial number 205-0298, was manufactured in 1963. The most recent annual inspection was performed on May 16, 2008, at a total airframe time of 5,017.1 hours. The engine, a Teledyne Continental Motors IO-470-S, underwent a major overhaul on April 30, 2008, and was installed at the annual inspection. The last maintenance was on July 8, 2008, an oil change. The last known fueling was on January 13, 2009, in Sedona, Arizona, where the owner added 48 gallons of fuel, filling the tanks. The flight time between fueling and the accident is unknown. An audio recording from a nearby public safety commander estimated engine rpm at about 2,000 and airspeed at about 130 knots.
Meteorological Information
A Horizon Air first officer reported departing Flagstaff around 0700 and entering a cloud layer at about 1,000 feet agl, with continuous light turbulence and light rime ice. At 0656, Flagstaff weather reported calm wind, 10 miles visibility, scattered clouds at 800 feet, broken at 1,500 feet, overcast at 2,200 feet, temperature 4°C, dewpoint 4°C. At 0659, conditions updated to broken at 800 feet, overcast at 1,500 feet. The owner requested an outlook briefing the night before at 1951, stating intentions to depart at 0630 for Yuma at 8,500 feet msl, possibly filing IFR. The briefer forecast light rain showers, mist, 2 miles visibility, scattered at 500 feet, overcast at 1,000 feet for Flagstaff, with snow and mixed precipitation. On the morning of the accident at 0611, the owner requested a VFR standard briefing. The briefer noted an AIRMET for IFR conditions, mountain obscurations, and stated "VFR flight not recommended." Current conditions reported: 1,300 feet broken, 1,800 feet overcast, 10 miles visibility.
Wreckage and Impact
The accident site was on a hill about 700 feet west of Interstate 17, about 10 miles south of Flagstaff. Debris stretched over 200 feet on a bearing of 280 degrees. The main wreckage elevation was about 6,850 feet msl. The first impact point was a broken tree top 83 feet downslope from the main wreckage. The main wreckage, resting on an east-facing 40-degree slope, comprised the left wing (in sections), empennage, engine, and heavily deformed cabin. The left wing was partially attached; the empennage was scorpioned forward. The rudder, horizontal stabilizer, and elevator remained attached.
Medical and Pathological Information
Autopsies were completed on both pilots. Toxicological tests were negative for carbon monoxide, cyanide, volatiles, and drugs in the right-seated pilot. For the left-seated pilot, ethanol was negative; Cyclobenzaprine was detected in the liver and Diphenhydramine in the liver and kidney.
Tests and Research
Examination of the engine revealed impact damage: cracks in the crankcase, crush damage to cylinder cooling fins, and bent propeller. No evidence of mechanical malfunction was found. Thumb compression was established in all cylinders except number 6. The number 6 cylinder was removed; no mechanical malfunction was found. Propeller blades showed impact damage.