History of Flight
On February 9, 2012, at approximately 1348 mountain standard time, a Cessna 210, registration N9619T, collided with mountainous terrain about 9 miles east-northeast of Morgan County Airport in Morgan, Utah. The flight was conducted under 14 Code of Federal Regulations Part 91. The private pilot and a passenger were fatally injured, and the airplane was substantially damaged. The flight had originated from Morgan, with a destination of Converse County Airport in Douglas, Wyoming. The pilot had requested and received a flight following clearance.
The pilot was flying a mission for Wyoming Pilots for Christ, volunteering to transport the passenger, a nurse, from the Salt Lake City area back to her home. According to organization personnel, the pilot had departed Douglas earlier that morning at about 1000 MST, intending to land at Salt Lake City International Airport. However, due to low ceilings in the area, he landed in Morgan instead. The passenger met him there.
Personnel and Aircraft
The 47-year-old pilot held a private pilot certificate with airplane and single-engine land ratings and a third-class medical certificate issued September 27, 2011, with no limitations or waivers. Review of his logbook showed about 553 total flight hours, with 18 hours in the previous 90 days and 10 hours in the previous 30 days.
The high-wing airplane, serial number 57419, was a four-seat, retractable-gear model manufactured in 1961. It was powered by a Continental IO-470-E (17) engine. Maintenance records indicated an annual inspection was completed on February 10, 2011, at a total time of 3,465 hours. The aircraft was equipped with a Garmin 430.
Air Traffic Control Information
An NTSB air traffic control specialist reviewed the flight's ATC data, including the pilot's earlier flight from Sheridan, Wyoming, to Morgan. Radar tracks from that inbound flight showed the aircraft flying along the mountain range east of the landing airport, with several course reversals before the track ended near Morgan due to limited radar coverage.
Upon departure from Morgan, the pilot requested flight following at 1346 MST, stating his destination was Douglas. Shortly after, he reported he would turn the airplane out of a valley. No further communication was received. The last radar target was recorded at 1448 at an altitude of 7,100 feet, about 3.5 miles from the accident site.
Weather
An NTSB senior meteorologist conducted a weather study. A composite of National Weather Service depiction charts for 1200 and 1500 MST showed instrument flight rule conditions over Idaho north of the accident site and marginal visual flight rule conditions extending over northern Utah and the accident site. A METAR from Hill Air Force Base at 1355, about 17 nautical miles west-southwest, reported wind calm, visibility 7 statute miles, few clouds at 2,700 feet, overcast at 3,200 feet, temperature 3°C, dew point 0°C, and altimeter 30.33 inches of mercury. Later observations indicated overcast ceilings from 2,100 to 2,600 feet above ground level (or about 6,900 to 7,400 feet MSL), with visibility reduced to 5 miles in mist, implying a high likelihood of mountain obscuration.
At the accident altitude of 7,700 feet, a sounding showed temperature -3°C, temperature-dew point spread less than 1°C, relative humidity 98%, and wind from 275 degrees at 9 knots. The sounding did not indicate a high probability of turbulence. Icing probability existed in clouds and precipitation above 6,000 feet.
Satellite imagery from 1415 MST depicted multiple layers of low to mid-level clouds over Utah. No thunderstorms were identified. The GOES-15 images indicated a high probability of mountain obscuration with low stratiform clouds. The forecast for northern Utah included scattered to broken clouds, but an AIRMET Sierra update for mountain obscuration was issued. No record of the pilot obtaining a weather briefing was found.
Wreckage and Examination
Initial responders reported the airplane struck a northwest-facing, treed slope at about 7,700 feet MSL. The debris field was approximately 75 feet long on a west-northwest heading.
Examination of the wreckage revealed the airframe separated into numerous pieces. The right wing exhibited crushing along its leading edge; the right flap was retracted. The left wing was separated, with one outboard section unrecovered. The aft fuselage separated from the forward portion. Flight control cable continuity was established from cockpit controls to cuts made by recovery personnel. The airspeed indicator needle was stuck at 180 knots; the altimeter setting was 30.22. Both doors were separated. The pitot-static system was fragmented.
The engine remained mostly intact; rotational continuity was established, and thumb compression and suction were obtained on all cylinders. Both magnetos produced sparks. No fuel contamination or anomalies were noted. The propeller was separated from the crankshaft flange; both blades exhibited aft bending, twisting, and multi-directional scratches. No evidence of pre-impact mechanical malfunction was found.
Medical and Pathological Information
An autopsy performed on the pilot by the Utah Office of the Medical Examiner reported the manner of death as accidental due to injuries sustained in the accident. Forensic toxicology tests were negative for volatiles, cyanide, and tested drugs, but detected 10% carbon monoxide, cotinine, and nicotine.
Organizational Information
According to the Pilots for Christ website, the organization posts public requests for volunteer travel opportunities but emphasizes that the decision to provide assistance is an individual matter and that pilots must abide by all legal requirements.
Additional Information
The Aircraft Owners and Pilots Association offers an online course, "Public Benefit Flying: Balancing Safety and Compassion," for volunteer pilots.