History of Flight
On May 18, 2016, about 0901 mountain daylight time, a Cessna P210N, registration N6609P, sustained substantial damage when it impacted a field in a flat spin about 4 miles northeast of Sheridan Lake, Colorado. The pilot sustained fatal injuries. The airplane was registered to and operated by Stubblefield Construction Company under 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions prevailed, and no flight plan was filed. The flight departed at 0645 from Rock Springs-Sweetwater County Airport (RKS), Rock Springs, Wyoming, en route to Wiley Post Airport (PWA), Oklahoma City, Oklahoma.
Earlier that morning, about 0222, the pilot departed Nampa Municipal Airport, Nampa, Idaho, and flew to RKS, landing about 0442. A witness at RKS reported that the pilot had the airplane topped off with 68 gallons of fuel and slept in the pilot's lounge for about 1 hour before departing toward PWA.
After departing RKS, radar data indicated the airplane was flying southeast at 17,300 ft pressure altitude. About 0800, the pilot established VFR flight following with Denver Air Route Traffic Control Center, which provided the current altimeter setting. At 0842:36, the pilot transmitted, "(unintelligible) I'm going down and I'm going down hard." The controller attempted to communicate, concerned about possible hypoxia, carbon monoxide exposure, or another medical condition. At 0846:23, the controller suggested descending due to a possible hypoxic situation. The airplane maintained straight-and-level flight until 0847, then entered turns, climbs, and descents, eventually heading north.
At 0853:16, the pilot transmitted, "I can show you what a p two ten can do." At 0854:05: "(unintelligible) guys want me to do Muller?" At 0855:24: "I can show you things this airplane can do." At 0858:01: "Let me show you what a (unintelligible) two ten can do." At 0858:28, the controller suggested opening a window for fresh air. The pilot's last transmission at 0900:30 stated, "You got it watch the center watch it go." The last radar return at 0900:32 indicated 9,200 ft pressure altitude.
Pilot Information
The 64-year-old pilot held a private pilot certificate with airplane single-engine land and instrument ratings and a third-class medical certificate issued November 11, 2015, with a corrective lens limitation. He reported 4,250 total flight hours. His logbook was not recovered. FAA records indicated a 2000 landing incident in Boise, Idaho, where the pilot had a blood alcohol concentration of 0.26 percent; he surrendered his certificates and later reapplied, receiving an eligibility letter in 2005.
Aircraft Information
The airplane was a 1979 pressurized Cessna P210N, single-engine, configured for 4 seats with a maximum takeoff weight of 4,000 lbs. It had a 310-horsepower Continental TSIO-520-P engine and a 3-blade McCauley propeller. No acrobatic maneuvers, including spins, were approved. The last annual maintenance inspection was June 1, 2015, with 3,329 airframe hours and 1,035 engine hours. About 28 hours were flown since.
Meteorological Information
At 0853, surface weather at Lamar, Colorado, about 30 nautical miles southwest, included wind from 160° at 9 knots, visibility 10 miles, broken clouds at 6,500 ft, temperature 13°C, dew point 6°C, and altimeter 30.25 inHg.
Wreckage and Impact Information
The airplane impacted an open agricultural field in a wings-level, flat pitch attitude. The left wing was canted aft, right wing forward, consistent with a left spin. The tail was bent left, engine displaced right. Landing gear was retracted. The left wing had downward bend at root and upward bend at flap/aileron junction; no leading edge compression. Left main fuel tank ruptured; no fuel in left auxiliary tank. Right wing had downward bend at root and upward bend at mid-aileron; right flap hanging down about 10°; flap cable separated. Right main tank had undetermined fuel; no fuel in right auxiliary tank. Tail fractured nearly completely at dorsal; rudder and elevators attached; rudder balance weight separated.
Fuel selector handle was positioned to right tank; valve intermediate between RIGHT and OFF. Main gauges indicated right tank >1/2 full, left full. Fuel strainer had about 4 ounces of 100LL fuel; negative for water. Pressurization controls were on, cabin pressure set to 5,000 ft. Outflow valve operated normally; safety valve solenoid separated from housing due to impact. Cabin door seal switch was OFF.
Flight control continuity confirmed. Flap actuator at 0°, but handle and indicator at 10°. Elevator trim at about 5° tab up. Engine mounts broken; exhaust and induction impacted; oil sump crushed upward. Controls moved freely. No oil spray on top of engine. Spark plugs normal; borescope no anomalies; compression on all cylinders; spark observed. Engine accessories normal. Propeller remained attached; blades loose. No. 1 blade bent forward 90°; No. 2 curved; No. 3 bent forward and curved. Burnishing of leading edges; no nicks or chordwise scratching.
A half-full bottle of vodka and numerous prescription and over-the-counter medications were found in the airplane.
Medical and Pathological Information
An autopsy determined the cause of death as multiple blunt force injuries. Toxicology testing detected ethanol at 0.335 gm/dl in vitreous and 0.291 gm/dl in femoral blood; diphenhydramine at less than 0.050 ug/ml; zolpidem at 0.077 ug/ml. FAA testing identified ethanol at 0.0332 gm/dl in vitreous and 0.247 gm/dl in cavity blood; diphenhydramine too low to quantify; zolpidem at 0.049 ug/ml; lorazepam at 0.029 ug/ml in cavity blood; clonidine in liver only. 14 CFR 91.17(a) prohibits acting as a crewmember with 0.040 gm/dl or more alcohol in the blood. Diphenhydramine, a sedating antihistamine, can impair mental and physical ability. Zolpidem, a CNS depressant sleep aid, should not be taken with alcohol. Lorazepam, a benzodiazepine, also impairs. Clonidine is not generally impairing.
Tests and Research
Propeller manufacturer examined photographs and concluded damage was from impact, no pre-impact failure or malfunction, consistent with low rotational energy (low or no engine power at impact). The NTSB Vehicle Recorder Division analyzed the ATC recording; listeners identified the phrase "guys want me-to do-a muller" and noted markedly slurred speech.
The "Muller" is an aerobatic maneuver involving a vertical climb, snap roll, negative push, and flat spin before diving.
Probable Cause
The source does not provide a stated probable cause.