History of Flight
On April 22, 2011, about 2146 eastern daylight time, a Cessna 210D, N3963Y, was substantially damaged after colliding with terrain near Altavista, Virginia. The certificated private pilot, who was the sole occupant, was fatally injured. The flight was conducted under 14 CFR Part 91 as a personal flight. Instrument meteorological conditions prevailed at night, and an instrument flight rules flight plan was filed. The airplane departed Winchester Regional Airport, Winchester, Virginia, about 1956.
Radio communications with air traffic control documented the pilot's increasing difficulties. At 2020:59, the pilot told Potomac TRACON that he was "just a little disoriented." Controllers provided vectors, including around moderate precipitation. The pilot subsequently attempted an ILS approach to runway 4 at Lynchburg Regional Airport (LYH) but executed a missed approach, citing problems with his "engine monitor." A second ILS approach attempt was aborted after low altitude alerts. The controller offered a GPS approach, which the pilot accepted.
During the GPS approach, the pilot reported a "complete gyro failure" and requested help with heading and altitude monitoring. The controller provided no-gyro vectors. The pilot stated he was dizzy. At 2144:23, the controller informed the pilot that other airports were being considered due to weather, but any LYH approach was available. The pilot's last transmission, at 2144:58, indicated he would turn to a heading of 180 degrees to get back in line for a no-gyro approach. At 2146:17, the controller issued a low altitude alert, instructing the pilot to climb to 2,800 feet. No further transmissions were received.
Radar data showed the last return at 2146:14 at 1,100 feet msl, consistent with a right descending spiral. In the previous 15 minutes, the airplane had continuously turned and varied altitude between 5,900 and 1,600 feet msl. Witnesses near the accident site described seeing the airplane in a steep, descending turn, with some reporting engine sounds that varied from normal to sputtering.
Pilot Information
The private pilot held airplane single-engine land and instrument ratings. According to his logbook, as of April 15, 2011, he had about 295 total flight hours, including 22.9 hours at night and 5.4 hours in actual instrument conditions. He received his instrument rating on March 9, 2011. His logbook recorded zero hours in night instrument conditions.
The pilot held a third-class medical certificate with a special issuance due to insulin-dependent diabetes, requiring periodic blood glucose monitoring. Toxicology tests were negative for cyanide, ethanol, and drugs. Carbon monoxide testing was not performed due to unsuitable specimens.
Aircraft Information
The Cessna 210D was a single-engine, high-wing, retractable-gear airplane (serial number 21058463) powered by a Continental IO-520A engine rated at 285 horsepower. Maintenance records showed an annual inspection on September 28, 2010, with a total airframe time of 6,910.7 hours.
Meteorological Information
At 2154, the weather observation at LYH (about 14 nautical miles north-northeast of the accident site) reported wind from 030 degrees at 3 knots, overcast ceiling at 600 feet, visibility 3 miles in mist, temperature and dew point both 8°C, and altimeter setting 30.29 inches of mercury.
Wreckage and Impact Information
The airplane struck terrain near the north bank of the Staunton River in Altavista. The initial impact point was a mature hardwood tree severed about 50 feet up, with black paint transfer. The fuselage and empennage came to rest against a vertical rock face about 180 feet from the initial impact. No fire was observed. The wreckage path was oriented about 040 degrees.
Flight control surfaces were found fragmented; continuity could not be determined due to severe damage. The left wing was separated, the right wing lift strut remained attached. The flap actuator was in the retracted position, and the nose landing gear actuator was in the extended (retracted) position. The fuel selector valve was found in the "left tank" position.
The engine separated from the airframe and was found about 70 feet east. Extensive impact damage prevented detailed examination. The propeller blades were bent forward and twisted, with chord-wise scratches. The vacuum pump was severely damaged; the gyro rotor and cap showed impact deformation but no rotational marks. The turn-and-bank indicator gyro had light rotational marks consistent with normal operation.
Medical and Pathological Information
Postmortem examination determined the cause of death as blunt force injuries to the head, torso, and extremities. Toxicology was negative for drugs and alcohol. The pilot's medical certificate required hearing amplification and special issuance due to diabetes. An empty energy bar wrapper was found in the cockpit debris; a blood glucose measuring device was not located.
Tests and Research
The airplane was equipped with an Electronics International MVP-50P engine analyzer. Data download showed last recorded parameters at 2,699 feet GPS altitude (about 2,150 feet agl) and 185 knots GPS speed, following a descent from 6,308 feet. Engine parameters included 2,390 rpm, 53 psi oil pressure, cylinder head temperatures 287-343°C, and 4.9 inHg vacuum. No anomalies were noted in en route data. The vacuum pump and gyro components were examined at the NTSB Materials Laboratory; rotational marks were present on the turn-and-bank gyro but not on the directional gyro rotor and cap, consistent with non-rotating impact.