History of Flight
On April 27, 2014, about 1606 Pacific daylight time, a Cessna 210E (N4962U) and a Hawker Sea Fury TMK 20 (N20SF) collided in flight near Richmond, California. Both airplanes were operated by Sanders Aircraft, Inc., under Title 14 Code of Federal Regulations Part 91. The private pilot in the Cessna sustained fatal injuries; the commercial pilot and one passenger in the Sea Fury were not injured. The Cessna was destroyed, and the Sea Fury sustained substantial damage to its empennage. Both flights were cross-country personal flights that departed Half Moon Bay, California, en route to Eagle's Nest Airport in Ione, California. The Sea Fury departed about 1530, and the Cessna departed about 1538. Visual meteorological conditions prevailed, and no flight plans were filed.
The Sea Fury pilot reported that both pilots had briefed their route of flight prior to departure. The Sea Fury departed, flew overhead the airport, and rendezvoused with a Beechcraft A36 Bonanza for a photo shoot over the Golden Gate Bridge in San Francisco. After completing the photo work, the Sea Fury pilot set course for Ione. The Sea Fury pilot made radio contact with the Cessna pilot on a common, pre-briefed frequency, and the Cessna pilot responded with his position. Visual contact was established, with the Cessna forward and left of the Sea Fury. The Cessna pilot acknowledged visual contact. The operator reported the Cessna's airspeed at about 150 knots and the Sea Fury's at about 200 knots, both below 3,000 feet mean sea level.
The Sea Fury pilot stated he would pass the Cessna low and to the left. Approaching from behind, the Sea Fury pilot advised the Cessna pilot of his position, and the Cessna pilot again acknowledged. The Cessna pilot broadcasted his desire to take a picture; the Sea Fury pilot replied that there would probably not be enough time due to the speed differential. The Sea Fury pilot observed the Cessna's flight profile change abruptly into a left roll, revealing the top of its wing. The Sea Fury pilot attempted to evade by pitching nose down, but felt and heard a thump, realizing the aircraft had collided. He then observed the Cessna inverted and descending. He squawked code 7700 on the transponder and, due to communications issues, relayed the midair and the Cessna's position to air traffic control via another aircraft.
The Sea Fury pilot initiated a climb, performed a controllability check, and determined he could control the aircraft. To avoid populated areas, he continued toward his home airport. He contacted company personnel, who flew another company airplane to inspect the Sea Fury. The pilot lowered the landing gear and flaps, conducted controllability checks including turns, and reduced speed to 130 mph for landing. He aborted the first landing attempt due to emergency equipment on the runway, and made a full stop landing on runway 19 on the second attempt.
Personnel
The 33-year-old Cessna pilot held a private pilot certificate with a single-engine land rating and a third-class medical certificate issued February 28, 2012. He also held an airframe and powerplant mechanic's certificate. His total flight time was 285 hours, with 6 hours in the previous 90 days and 2 in the previous 30 days, including an estimated 37 hours in make and model. He completed a flight review on July 26, 2012.
The 52-year-old Sea Fury pilot held a commercial pilot certificate with ratings for single-engine land, multiengine land, and instrument airplane, and a second-class medical certificate issued April 16, 2014, with a limitation for reading glasses. He also held an airframe and powerplant mechanic's certificate. His total flight experience was 5,646 hours, with 143 hours in the accident aircraft make and model. He completed a flight review on October 1, 2012.
Aircraft Information
The Cessna 210E (serial number 21058662) was a high-wing, single-engine airplane. Its total airframe time was 6,384 hours at the most recent annual inspection on September 10, 2013. The engine was a Continental Motors Inc. IO-520A (serial number 112377R) with 468 hours since major overhaul.
The Hawker Sea Fury TMK 20 (serial number ES9505) was a low-wing, single-engine airplane. Its total airframe time was 6,378 hours at the most recent annual inspection on August 1, 2013. The engine was a Pratt & Whitney R4360 (serial number PS15867A) with 85.2 hours since major overhaul.
Meteorological Information
An aviation routine weather report (METAR) for Oakland, California (elevation 9 feet, 11 nautical miles southeast of the accident site) was issued at 1553 PDT. It reported wind from 260 degrees at 15 knots, visibility 10 miles, few clouds at 1,700 feet, temperature 17°C (63°F), dew point 8°C (46°F), and altimeter 30.09 inches of mercury.
Wreckage and Impact Information
The Cessna 210 came to rest in about 10 feet of water in San Pablo Bay near Richmond; wreckage was recovered on April 30. Recovered items included the fuselage and engine, but neither wing. The propeller separated from the crankshaft and was not located. The Sea Fury landed at its home base. Examination revealed blue paint transfer marks on the vertical stabilizer, which was crushed aft and down. The rudder had crush damage. The right elevator separated outboard of the middle hinge, and about 2 feet of elevator was missing. Approximately 3 feet of the outboard section of the right horizontal stabilizer was missing, with jagged fracture surfaces and accordion-like crushing. Blue paint transfers and scratches were observed. The bottom of the right horizontal stabilizer had two slash cuts similar in shape to a propeller blade, almost perpendicular to the chord line, 10 inches apart and 4 inches wide near the tip. The metal was pushed upward into the cavity, with black paint transfer.
Additional Data
A Garmin GPSMAP 496 portable unit recovered from the Cessna wreckage yielded data. The last data points showed a northeasterly track at groundspeeds around 150 knots, with descent starting at 1558:14 and a final data point of 212 knots at 854 feet at 1558:22. Radar data showed two targets with secondary beacon code 1200; one target switched to code 7700. At 1557:39, target 2 at 1,300 feet approached target 1's path, and targets merged around 1557:53 to 1558:11, with altitudes between 1,300 and 2,000 feet. Toxicology tests on the Cessna pilot found no volatiles or tested drugs; carbon monoxide and cyanide tests were not performed. An autopsy reported the cause of death as multiple blunt force injuries.