History of Flight
On April 2, 2018, at an unknown time, a Cessna 210A airplane, registration N68640, impacted mountainous terrain 5 miles west of Alma, Colorado. The pilot sustained fatal injuries. The airplane was substantially damaged. Visual meteorological conditions prevailed. The flight was conducted under 14 CFR Part 91 without a flight plan. It departed Erie Municipal Airport (KEIK), Erie, Colorado, around 0815 mountain daylight time, destined for Richmond Municipal Airport (KRIF), Richmond, Utah.
The evening before the accident, a witness assisted the pilot in pushing the airplane back onto the taxiway after the left brake locked. The pilot mentioned that neither he nor the airplane had flown in over a year. Later that evening, the pilot called a tow truck company around 1900 for assistance. He told the driver that he hit the wrong lever, causing the nose landing gear to collapse. The tow truck driver helped lift the airplane with a soft strap; no visible damage was noted. The pilot indicated he would have a mechanic inspect it the next morning.
The pilot's brother dropped him off at KEIK on the morning of the accident and planned to drive to Utah to meet him. An Airframe and Powerplant mechanic at KRIF spoke with the pilot around 0815 and understood he was departing at that time. Another witness observed a 15-minute engine run-up before departure. When the brother arrived at KRIF, neither the airport manager nor the mechanic had seen the pilot or airplane. The airplane was reported missing, and an ALNOT was issued at 1702. Search efforts, including radar and cellular data, indicated flight activity as late as 0932. The exact route and altitudes could not be determined. Searches were suspended on April 6 due to weather. Hikers found the wreckage on July 13, 2018.
Personnel Information
The pilot's flight logbook was not found. On his most recent medical certificate application (June 27, 2006), he reported 650 total flight hours, with 30 in the previous 6 months. His brother estimated the pilot had not flown for at least 2 years. FAA records show an Emergency Order of Suspension issued on July 22, 2014, for operating without a valid medical certificate, ATC deviations, and airspace violations. The suspension of his private pilot certificate became final on August 18, 2014; the pilot did not respond or surrender his certificate.
Aircraft Information
Some maintenance records were found with the wreckage, including an airframe logbook (entries 1968–1976), an engine logbook (latest entry February 3, 2014, for a 100-hour and annual inspection at tachometer 1,649.78 hours, time since major overhaul 667.98 hours), and various other documents. Records were damaged by impact and moisture. The tachometer time at the accident was not determined. The airport manager at KEIK stated the pilot rented a tie-down spot in March 2014; he was unaware of the airplane moving after that. About a year before the accident, the pilot's daughter contacted the manager about selling the airplane. A pre-purchase inspection revealed extensive repair needed, and the airplane was valued for salvage. The pilot worked on the airplane for several days before the flight, but specifics are unknown. The pilot flew the night before, performing four touch-and-go landings; his brother described them as smooth. A family member stated the pilot flew with the landing gear extended due to the previous night's issue.
Meteorological Information
NTSB meteorological data were gathered. The NWS Surface Analysis Chart for 0900 showed a warm front over eastern Colorado, high pressure over southwest Colorado, and a low-pressure system near the Colorado-Utah border. Scattered clouds and temperatures around 40°F over higher terrain, 60°F elsewhere, with no significant precipitation. The Denver upper air sounding indicated favorable conditions for mountain waves with moderate-to-severe turbulence at 9,000 ft. GOES-15 satellite imagery at 0845 showed CCSL clouds near the accident site, indicating mountain wave activity. The METAR at KLXV (7 nm west, elevation 9,924 ft) at 0953 reported wind 280° at 14 knots gusting 25, visibility 10 miles, clear skies. At KCCU (12 nm north, elevation 12,073 ft) at 0936, wind 260° at 25 knots gusting 40, visibility 1.25 miles in light snow, vertical visibility 700 ft. PIREPs reported moderate turbulence between 10,000 and 16,000 ft, with some severe at 14,000 and 30,000 ft. AIRMET Tango was valid for moderate turbulence below 18,000 ft, strong surface winds, and low-level wind shear. The pilot did not request a weather briefing through Leidos or DUATS.
Wreckage and Impact Information
The accident site was at 12,700 ft msl, with powerlines 100 ft south. Main wreckage included engine, both wings, fuselage, and empennage, resting on its left side, nose oriented 270°. The initial impact point was 33 ft west, with fragmented plexiglass. Debris extended east to main wreckage, including aileron parts, engine components, one propeller blade, and torn metal. Landing light fragments and a left-wing inspection panel were north of the impact point. The right main landing gear separated 28 ft south; left main and nose gear remained, consistent with extended position. The fuselage included instrument panel; two seats separated and were impact damaged. The engine separated, inverted on the right wing, and could not be functionally tested. Both propeller blades separated, showing leading-edge gouges and twisting. The right wing partially separated; right flap was retracted. Left wing remained partially attached; left flap retracted. Both wings exhibited accordion crushing. The empennage was impact damaged; elevators and stabilizer tips were in debris field. The wreckage was not recovered.
Flight Recorders
A Garmin GPSMAP was found but no tracklog data were recovered.
Medical and Pathological Information
An autopsy on July 17, 2018, concluded the cause of death as massive bodily injury from blunt force trauma. The autopsy noted widely patent coronary arteries with calcific atherosclerosis, no heart muscle scarring, and inability to examine the brain. Toxicological tests detected ethanol in liver (0.050 g/dl) and muscle (0.070 g/dl), and THC (0.0042 µg/mL) in muscle, with its metabolite in muscle and liver. The pilot, aged 67, was last medically certified in June 2006. He did not hold a valid medical or pilot certificate at the time. About two months before the accident, he was hospitalized for respiratory and renal failure, diabetic ketoacidosis, and atrial fibrillation; he was discharged on supplemental oxygen.