History of Flight
On December 5, 2010, at 1758 mountain standard time, a Cessna T210M, N77CF, collided with a power pole and trees approximately one-half mile short of the approach end of runway 03 at Ogden-Hinckley Airport, Ogden, Utah. The instrument-rated private pilot, the sole occupant, sustained serious injuries. The airplane, owned and operated by CK Aviation LLC, sustained substantial damage and a post-impact fire. The flight departed General Stout Airport, Hurricane, Utah, about 1 hour and 35 minutes prior. The pilot filed and activated an Instrument Flight Rules (IFR) flight plan en route. At the time of the accident, the airplane was operating in Instrument Meteorological Conditions (IMC).
While en route in visual meteorological conditions (VMC), the pilot contacted Cedar City Radio to obtain current conditions at Ogden. The technician reported Ogden had marginal VFR with 4 miles visibility in haze, clear below 12,000 feet. The pilot was advised that VFR was not recommended in northern Utah and that an AIRMET forecast IFR conditions. The pilot stated he might file an IFR flight plan from Tooele to Ogden. Later, he contacted Salt Lake Center for an IFR clearance. Recorded communications show the pilot filed an IFR flight plan to Ogden starting at VERNE intersection, with an alternate of Heber City and requested 13,500 feet.
As the pilot approached VERNE intersection, he was cleared to STACO and then JOSIF intersections, the Initial Approach Fix for the ILS Runway 03. During the approach, controllers provided vectors and descent clearances. The pilot was cleared for the ILS to Runway 03 about 4 miles from WULFE (outer marker). Shortly after, the controller noted the aircraft appeared slightly right of course and asked the pilot to verify correction. The pilot acknowledged and mentioned being slightly below 6,000 feet. The controller asked if the approach could be made; the pilot responded it would be a challenge and mentioned possibly diverting to Provo. The controller then terminated radar service and directed the pilot to contact Ogden Tower.
The pilot contacted the tower, reporting he was on the ILS for Runway 03 with information Tango. The tower controller updated conditions: Information Uniform current, wind 290 at 3 knots, altimeter 30.26, visibility 1/4 mile in haze, overcast ceiling at 400 feet. The controller cleared the pilot to land. A few seconds later, the controller transmitted that the airplane was not in sight and asked for position; no further communications were received.
Personnel Information
The pilot, a 46-year-old male, held a private pilot certificate with Airplane Single-Engine Land and Instrument ratings. His last FAA Class 2 medical certificate was issued March 28, 2009, with limitations requiring corrective lenses and glasses for near vision. As of the accident, he had 50 hours of night flight time, 75 hours of simulated instrument time, and 10 hours of actual instrument time.
Aircraft Information
The airplane was a 1978 Cessna T210M with a Teledyne Continental Motors TSIO-520-R engine. At the last annual inspection on October 28, 2010, the airframe had 4,210 hours total time and the engine had 1,284 hours since major overhaul.
Meteorological Information
Weather at Ogden Airport deteriorated throughout the late afternoon. Observations: 1653 METAR – calm winds, 4 miles visibility, haze, clear skies, altimeter 30.26; 1709 – 2 1/2 miles visibility, haze, scattered 600 feet; 1713 – 1 3/4 miles visibility, haze, broken 600 feet; 1721 – 1 mile visibility, haze, broken 400 feet; 1736 – 1/2 mile visibility, haze, overcast 400 feet; 1753 – 1/4 mile visibility (below 3/4 mile minimum), haze, overcast 400 feet, temperature and dew point both 2°C. Brigham City Airport (22 miles north) also had deteriorating conditions: 1636 – 3/4 mile visibility, mist, overcast 400 feet; 1733 – 1/2 mile visibility, fog, overcast 200 feet; 1751 – 1/4 mile visibility, fog, vertical visibility 100 feet.
An airport employee arrived at the approach end of the runway about one minute after the last contact and could not see the airplane. He reported that fog was not good. Emergency personnel at the crash site estimated ground-level visibility less than 1/4 mile in thick fog.
Wreckage and Impact Information
The initial impact occurred with a utility pole and trees near 2175 West and 4400 South in Roy, Utah, about 1/2 mile from the runway end. The airplane continued north about 700 feet, impacting a group of trees between two houses. Most of the structure came to rest in the roadway; parts, including the engine and a door, landed in front yards. A large fuel-fed fire broke out, consuming or severely damaging most of the airframe. Two nearby homes caught fire and sustained significant damage. The pilot was found lying in the street and was moved by neighbors. No ground injuries were reported.
The wreckage was recovered to Air Transport in Phoenix, Arizona, for teardown inspection. The airframe and engine had heavy impact damage, extensive burning, and fragmentation. All wing portions sustained massive fire damage and crushing/bending impact damage. Left wing fragments had impact damage consistent with leading edge collision with the utility pole and tree strikes. All flight control surfaces were located; flight control cable continuity was established except where cables failed in overload or were cut during recovery. The flap actuator measured 4 1/2 inches extended (zero degrees flap). The elevators remained attached to the horizontal stabilizers, which separated from the airframe. Most of the vertical stabilizer and rudder were consumed by fire. The elevator electric trim bridal cables were intact; the trim setting could not be reliably calculated. The in-flight landing gear position could not be determined due to damage.
The cockpit and instrument panel were destroyed by impact and fire; only the altimeter and airspeed indicator were readable (airspeed zero, altimeter setting 30.25 inHg). The engine separated from the airframe but had no thermal damage. The propeller hub remained attached; all three blades separated. Blade A was bent aft 15 degrees with abrasion and indentations; Blade B bent aft 30 degrees with leading edge indentations; Blade C bent forward 40 degrees with abrasion and slanted parallel stripes consistent with contact with a twist-braided power line. Engine examination revealed no pre-impact anomalies: magnetos produced spark, fuel pump flowed liquid, fuel injection system clear, and internal engine components undamaged and well lubricated. The vacuum pumps were undamaged. The propeller governor was undamaged.
Additional Data
Radar and GPS data from the pilot's Garmin 696 showed that when the controller directed the turn to 080°, the airplane was descending through 9,000 feet at about 210 mph groundspeed. During descent to 6,500 feet, groundspeed varied between 200-220 mph. After leveling at 6,500 feet for about 45 seconds, groundspeed stabilized at 175 mph, then increased to 190 mph during descent to 6,000 feet. At 6,000 feet for about 100 seconds, airspeed gradually slowed to 160-165 mph. At the final approach fix (WULFE), groundspeed was 160 mph, then steadily decreased: 150 mph at 3.0 miles, 130 mph at 2.5, 120 mph at 1.5, 100 mph at 1.3, 90 mph at 1.0, and 85 mph at 0.85 miles from the runway.
The data showed the pilot flew slightly through the localizer during initial intercept (partially due to late clearance) and then overshot a second time, reaching full-scale CDI deflection. He turned back toward the localizer when about halfway between WULFE and the runway but remained in full deflection until less than half a mile from impact. At that point, he turned left as the CDI moved off full scale. The pilot also descended about 100 feet below the assigned intercept altitude of 6,000 feet (the controller noted this) and stayed below for about 45 seconds. He descended below the decision height (4,673 feet) when approximately 0.8 mile from the runway and continued descending until impact.