Introduction
On September 17, 2010, at approximately 1400 Pacific daylight time, a Cessna T210N, registration N111NA, sustained substantial damage after impacting terrain about 14 miles south of Pappy Boyington Field Airport (COE) in Coeur d'Alene, Idaho. The airplane was being operated as a visual flight rules (VFR) cross-country flight under Title 14 Code of Federal Regulations Part 91. The private pilot and a passenger were fatally injured.
Flight History
The personal cross-country flight departed South Big Horn County Airport (GEY) in Greybull, Wyoming, at about 1000 Pacific daylight time, with a planned destination of COE. Visual meteorological conditions prevailed, and no flight plan was filed. Federal Aviation Administration (FAA) radar data showed a flight track with mode C altitude transmissions consistent with the planned route. The radar track indicated the airplane about 20 miles southeast of COE at 12,000 feet mean sea level (msl). It then made a left turn toward the west-southwest and began descending. The track initiated a descending 360-degree left turn, followed by a 360-degree right turn. While descending through about 4,500 feet, it departed the right turn to the northeast. The track fluctuated between 3,300 and 3,600 feet msl until 1351, when it turned right 180 degrees to the southwest. It then climbed and turned north toward the airport, initiating a final 180-degree turn to the south at 4,600 feet before radar data terminated at 1357.
Pilot and Aircraft Information
The pilot, age 50, held a private pilot certificate with airplane single-engine land privileges issued on April 26, 2010, and did not hold an instrument rating. His most recent FAA third-class medical was issued on January 27, 2010, with no limitations or waivers. The pilot's logbook indicated approximately 352 hours of flight experience, with 277 hours in the accident airplane.
The accident airplane, a Cessna T210N serial number 21063284, was manufactured in 1979 and equipped with a Continental TSIO-520 engine. The airframe and engine maintenance logbooks were not located. Fuel records at GEY showed the airplane was last fueled on September 6, 2010, first with 21 gallons of 100 low-lead avgas at 0715 and then with 48 gallons of 100LL at 1230.
Meteorological Conditions
The nearest weather reporting station was at COE, about 14 miles north of the accident site at an elevation of 2,320 feet. At 1355, the weather was reported as wind from 030 degrees at 14 knots, visibility 10 statute miles, scattered clouds at 3,900 feet, broken clouds at 6,500 feet, temperature 14 degrees Celsius, dewpoint 10 degrees Celsius, and an altimeter setting of 30.00 inches of Mercury.
Wreckage and Impact
The wreckage was located in mountainous terrain at approximately 3,300 feet msl in a heavily wooded area with a terrain angle of about 30–45 degrees. The first identified point of contact was a topped conifer tree. The debris path extended approximately 520 feet down-slope from the tree to the last piece of debris. The right wing separated from the fuselage and was found about 350 feet from the conifer tree, with leading edge aft crushing and deformation. About 34 feet downhill from the wing, a large impact crater contained two of the three propeller blades, which were broken from the hub. The fuselage and main wreckage were lodged in a tree about 35 feet above the ground down-slope from the crater. The left wing and engine were separated and located just beyond the main wreckage. The starter, the last debris item, was found about 75 yards down-slope from that tree.
Medical Examination
The Spokane County Medical Examiner conducted an autopsy on the pilot, and the cause of death was blunt force injuries. The FAA Civil Aerospace Medical Institute performed toxicology tests on specimens from both occupants. The pilot's results were negative for ethanol and drugs; tests for carbon monoxide and cyanide were not performed. The passenger's results were negative for carbon monoxide, cyanide, ethanol, and controlled substances.
Examination Findings
The airplane was recovered and examined by National Transportation Safety Board and FAA investigators, along with representatives from the engine and airframe manufacturers. Visual inspection of the engine revealed no anomalies. Spark plugs appeared normal, and cylinders showed no damage or thermal discoloration. Compression and valve continuity were obtained. Magnetos sustained impact damage; they did not produce spark when rotated by hand, but no internal anomalies were found beyond external impact damage. The fuel manifold valve had separated from the engine; it was intact, with clear screen and diaphragm, and fuel was present. Fuel nozzles were undamaged and unobstructed.
The airframe was fragmented with extensive impact damage. All flight control surfaces were located along the debris path. The forward fuselage and cockpit were crushed aft, and most cockpit instruments were fragmented. Examination of the airframe and engine revealed no evidence of preimpact mechanical failures or malfunctions that would have precluded normal operations.