History of Flight
On June 25, 2016, at approximately 1200 Pacific daylight time, a Cessna A185F airplane, registration N4585F, was substantially damaged when it struck terrain about 15 miles northeast of Coeur d'Alene, Idaho. The private pilot, who was also the registered owner and operator, was fatally injured. The flight was conducted under Title 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed, and no flight plan was filed for the local flight. The airplane had departed Felts Field Airport (SFF) in Spokane, Washington, around 1126.
A witness at Horse Haven Airstrip, a remote private strip about 1 mile southwest of the accident site, observed the airplane flying northeast before it turned back and appeared to buzz the airstrip as if to land. Another witness at the airstrip reported the airplane made two passes: the first very high, and the second just above treetops heading northeast. After the second pass, the airplane did not return, and no further noise was heard. No witnesses observed the impact, and the wreckage was discovered later that day by someone passing through the area.
Personnel Information
The 70-year-old pilot held a private pilot certificate with an airplane single-engine land rating. He was issued a Federal Aviation Administration (FAA) third-class airman medical certificate on March 29, 2016, with the limitation that he must wear corrective lenses. On his medical certificate application, he reported 3,505 total flight hours and no flight hours in the preceding six months. His logbook was not located during the investigation.
Aircraft Information
The high-wing, fixed-gear airplane was manufactured in 1966. It was powered by a 300-horsepower Continental IO-520-F-C-D (9) reciprocating engine driving a two-bladed McCauley D2A34C58 constant-speed propeller. A maintenance invoice indicated the most recent annual and 100-hour inspections were completed on April 11, 2016. At the accident time, the airplane had flown 11.2 hours since that inspection. According to the owner's manual performance data, the maximum rate of climb at 5,000 feet and 41°C was 1,425 feet per minute (fpm) at a gross weight of 2,300 pounds and 1,050 fpm at 2,800 pounds.
Meteorological Information
The 1155 weather observation at Coeur d'Alene Airport – Pappy Boyington Field, about 16 miles southwest of the accident site, reported wind from 140° at 6 knots gusting to 15 knots, visibility 10 statute miles, few clouds at 3,500 feet, scattered at 4,300 feet, broken at 5,000 feet, temperature 17°C, dew point 8°C, and altimeter setting 30.22 inches of mercury. No significant weather or turbulence was reported or forecast; no AIRMETS or SIGMETS were valid in the area. Wind speed was estimated at 5 to 15 knots. Density altitude at the accident location was calculated to be about 3,859 feet.
Wreckage and Impact Information
National Transportation Safety Board (NTSB) investigators, along with representatives from Continental Motors and Textron Aviation, examined the wreckage at the site. The airplane impacted heavily wooded terrain at an elevation of about 3,133 feet and came to rest inverted on a canyon hillside with a slope of about 45°. The canyon was oriented southwest to northeast, with ridgelines approximately 3,500 feet apart, narrowing to about 2,200 feet about one-third mile northeast of the site. The debris path was about 150 feet long on a heading of 220° magnetic, starting with a tree-top impact. The main wreckage lay at the end of a disturbed dirt area. All major components were present.
Flight control continuity was established to the empennage. One personal electronic device was recovered. The left wing separated at the fuselage, showing accordion-type leading-edge crushing; aileron and flap remained attached. The right wing separated at the root but remained with the wreckage; impact damage was on the bottom side. Fuel from the right wing tested negative for water. The forward upper passenger cabin was crushed. The heading indicator read 230° magnetic, the fuel selector was in the BOTH position, and the ignition switch was selected to BOTH. The left horizontal stabilizer separated; the right remained attached and intact. The vertical stabilizer and rudder were attached; the tip fin with beacon light was separated. No evidence of pre-impact mechanical malfunctions or failures was found. The engine was examined postaccident and showed normal conditions; manual rotation established continuity throughout. No pre-impact anomalies were noted.
Medical and Pathological Information
The Spokane County Medical Examiner's Office conducted an autopsy; the cause of death was blunt force trauma. FAA toxicology testing was negative for carbon monoxide and volatiles. Drug testing detected bupropion in liver and cavity blood; tramadol in liver, lung, and cavity blood; and zolpidem in lung and liver (not in blood). Bupropion is an antidepressant with warnings about driving and seizure risk. Tramadol is a Schedule IV opioid with warnings about hazardous tasks and seizure risk. Zolpidem is a sleep aid with warnings about immediate use before bed. According to the pilot's medical records from April and June 2016, his active conditions included high blood pressure (controlled with losartan), degenerative disc disease and low back pain (treated with tramadol), depression and anxiety (treated with bupropion and citalopram), and insomnia (treated with zolpidem). Citalopram is not generally considered impairing.
Tests and Research
The engine was shipped to the manufacturer for a run and detailed examination. It was fitted with a test propeller and wiring harnesses; magneto timing and cylinder leakage tests were performed. The engine started normally and ran at various power settings, including full power, with no anomalies. Rapid throttle advances from idle to full throttle produced no hesitation, stumbling, or power interruption. The personal electronic device recovered from the wreckage was sent to the NTSB Vehicle Recorders Laboratory for download; no information pertinent to the investigation was present.