Accident Overview
On June 28, 2018, about 1054 mountain daylight time, a Cessna 320D airplane, registration N320MF, was destroyed when it impacted terrain near Eagle Mountain, Utah. The airline transport pilot, the sole occupant, was fatally injured. The flight was conducted as a Title 14 Code of Federal Regulations Part 91 aerial photography mission.
Flight Data
The pilot was scheduled to perform aerial photography over level terrain west of Lake Mountain, with the survey area elevation at about 4,840 ft mean sea level (msl). Lake Mountain rises to about 7,600 ft. The planned altitude for the photography was 7,255 ft msl. The pilot determined the route for the photo runs.
Flight data indicated the airplane flew east, then south along the west side of Lake Mountain at 7,325 ft msl, entering the first of three planned photo runs. The first run was about 5 miles long. After exiting, the airplane turned right and entered the second run from the west, about 2 miles long, ending near the foothills of Lake Mountain. During the second run, groundspeed ranged between 169 and 194 knots at 7,325 ft msl. Following the second run, the airplane turned right to a southeasterly heading. The third run was not flown. As the airplane headed southeast, groundspeed decreased to about 152 knots while altitude remained near 7,300 ft msl. About 1/2 nautical mile west of the accident site, the airplane entered a left turn. During the turn, bank angle increased, groundspeed rose from 158 to 177 knots, and altitude increased from 7,283 ft to 7,401 ft msl. The last data point, located 840 ft above and about 1/4 mile south of the accident site, showed the airplane in a 71° bank.
After an initial search at local airports was unsuccessful, the Federal Aviation Administration (FAA) issued an Alert Notice. The wreckage was located the following day on a south-facing slope of the Lake Mountains, about 15 miles west of Provo Municipal Airport (PVU).
Wreckage and Impact
Examination revealed that the airplane impacted mountainous terrain at an elevation of 6,560 ft msl in a near-vertical nose-down attitude. The debris field was about 470 ft wide and 240 ft long, oriented on a heading of about 350° magnetic. The main wreckage consisted of both wings, the cabin area, and empennage. The engines separated from the main wreckage and were found further up the debris field, sustaining substantial damage. The first identified point of contact (FIPC) was a small crater measuring about 4 ft wide and 6 inches deep. Upslope from the FIPC was an area of disturbed rock and dirt about 4 ft wide, extending about 37 ft to the main wreckage. A second shallow crater, about 5 ft from the FIPC, was saturated with oil and contained a separated propeller blade. Propeller blades from both engines were separated from their hubs and located throughout the debris field, with separated tips and heavy gouging.
All primary flight control surfaces were found at the accident site. Flight control cables were connected at the control surfaces or their respective bellcranks, and connections were confirmed at the cockpit flight controls. Although the postaccident examination was limited due to impact damage, no evidence of preaccident mechanical malfunctions or anomalies that would have precluded normal operation was found. Impact damage to the crankshafts prevented rotation and gear continuity to the valve train and accessory gears; internal components were visible through missing crankcase material.
Personnel Information
FAA records revealed that the pilot had multiple investigations of airspace and communication violations from January 11, 2007, to April 30, 2018. Three airspace-related events were reported during the year before the accident. Following one event, the pilot stated that he was distracted while conducting aerial mapping and following company-provided coordinates.
Medical history: After the pilot's first FAA medical exam in 2001, the FAA denied his application due to an attention deficit disorder (ADD) diagnosis and a history of conviction. As part of an appeal, a psychological evaluation revealed that the pilot's driver's license had been suspended multiple times for reckless driving and speeding, and that the pilot had an impulsive personality and sought excitement; however, the psychologist deferred a mental health diagnosis. During a follow-up psychiatric evaluation on March 29, 2004, the pilot's previous use of Effexor (venlafaxine) for major depression was revealed; the psychiatrist found no mental health, personality disorder, or medical conditions. The FAA granted the pilot a special issuance medical certificate for ADD on September 16, 2004. After favorable follow-ups, the FAA issued an eligibility letter on November 5, 2005.
Medical and Pathological Information
According to the Office of the Medical Examiner, Utah Department of Health autopsy report, the cause of death was blunt force injuries. The examination was limited by extensive injuries; the remainder was unremarkable, and no significant natural disease was identified. Toxicology testing of the pilot's liver tissue was positive for ethanol and beta-phenethylamine; however, these substances were likely due to postmortem production. The FAA Forensic Sciences Laboratory did not detect ethanol in liver tissue. Ethanol, n-butanol, and n-propanol were detected in muscle; no tested-for drugs were detected in muscle.