Blanding, UT, USA
N243W
CESSNA A185F
The airplane departed with an experienced flight instructor on board who had extensive experience flying in the local canyon areas. The intention was to perform a sightseeing flight, with multiple stops at backcountry airstrips. The flight instructor was carrying a personal locator device, which transmitted position data at 10-minute-intervals, with no altitude information. This data revealed that during the morning, the airplane landed at three airstrips. A short time after takeoff about mid-afternoon from the third airstrip, the personal locator began a series of transmissions all from the same location, about 1.2 miles beyond a disused airstrip. The transmissions continued at that location for the next 12 hours, and no emergency or alert notifications were received from the personal locator or ELT (Emergency Locator Transmitter) during that period. Examination of the airstrip's dirt runway surface revealed that they had not landed there. The wreckage was located on the edge of a plateau, in remote wilderness, at an elevation of 6,900 feet mean sea level (msl). The terrain immediately to the north and east of the accident site fell away to steep canyon walls, which descended to a confluence of rivers 1,500 feet below. Area weather conditions included low-level thermal activity, wind gusts, and light turbulence, which would have been further exasperated at the accident site due to the surrounding terrain. The airplane came to rest facing uphill within a 20-degree sloping wash. The fuselage remained upright, with fire consuming the majority of its primary structure. The tail remained undamaged, and ground scars and airframe crush signatures were consistent with a loss of control event, resulting in a nose and left-wing-low collision with the ground. Thermal damage precluded an accurate assessment of the engine's operational status; however, the damage to propeller blade remnants indicated that an undetermined amount of rotational energy was present at the time of impact. Thermal damage also precluded an accurate assessment of the remaining airplane systems, including the flap position. The flight instructor was positioned in the front right seat, with the pilot in the front left. The flight instructor and aft seat passenger were fatally injured on impact; however, the pilot sustained serious injuries, and was able to extricate himself from the airplane. He eventually succumbed to his injuries, and the airplane was discovered about 11 hours after the accident, utilizing position data from the personal locater. The airplane was equipped with a 406 Mhz. ELT. Evidence suggests that it activated during the accident, but had become separated from the airplane’s structure and thus its antenna, rendering it with a limited transmission range. No transmissions from the ELT were received by any search and rescue (SAR) satellite. Had the ELT remained connected to its antenna, it would have been able to transmit an alert signal, thereby providing SAR personnel with a rapid indication that an accident had occurred. As such, the airplane would most likely have been discovered during the hours of daylight, and within 3 hours of its occurrence. The pilot's injuries fell within the "severely" injured category and analysis of emergency evacuation and trauma treatment resources revealed that with prompt ELT notification, medical response would have been greatly augmented, and he may have survived the accident. Furthermore, although a personal locator device survived the accident intact, it became ejected from the airframe, and was not within easy reach of the pilot.
HISTORY OF FLIGHT On April 25, 2012, about 1540 mountain daylight time, a Cessna A185F, N243W, collided with terrain in the Dark Canyon Wilderness area near Blanding, Utah. The airplane was registered to, and operated by, the pilot under the provisions of Title 14 Code of Federal Regulations (CFR) Part 91. The certificated flight instructor (CFI), private pilot/owner, and private pilot rated passenger were fatally injured. The airplane sustained substantial damage during the accident sequence, and was consumed by post impact fire. The cross-country personal flight departed from a backcountry airstrip known as Hidden Splendor about 1450, with a presumed destination of Carbon County Regional Airport/Buck Davis Field, Price, Utah. Visual meteorological conditions prevailed, and no flight plan had been filed. The NTSB investigator traveled in support of this investigation, and performed an examination of the engine and airframe both on scene and following recovery. The airplane departed Price about 0700, with the airplane's owner, his father, and the CFI, who was the Chief Pilot for the fixed base operator, Arrow West Aviation, Inc. (doing business as Redtail Aviation). According to friends of the CFI, he had extensive experience flying in the canyon areas of Southern Utah, and as such, was approached by the airplane's owner to act as a guide to navigate the local terrain and scenery. The wife of the passenger stated that they were concerned about flying in mountainous terrain, and did not feel happy doing so without an experienced pilot, and that after performing some research, they chose the CFI to be their guide. Both the pilot and the CFI were carrying SPOT(tm) personal locator devices. The pilot's device was not configured to send automatic location updates. The CFI's device was configured to send GPS position reports at roughly 10-minute-intervals (no altitude information) to the SPOT data center. Data obtained from the SPOT service revealed that for the 30 minutes after takeoff, the airplane flew west towards the Scofield Reservoir, before circling back over the airport and east towards an airstrip at Rock Creek Ranch, on the banks of the Green River. The airplane landed about 0835, and at 0907, the SPOT device transmitted an "Everything Ok" message. Positional reports for the next 2 hours indicated that the airplane flew back towards Price, and then 45 miles south-southeast to Mexican Mountain Airstrip, where it landed about 1035. About 30 minutes later, the airplane departed to the southwest, landing at Hidden Splendor Airstrip, 40 miles away. About 1200, employees at Redtail Aviation received a notification from the Federal Aviation Administration (FAA) Area Traffic Control Center that a commercial airplane overflying the Canyonlands area had received a message over the radio from the CFI. The message indicated that they had landed at Hidden Splendor, and that the airplane had a flat tire. About that time, Redtail Aviation received a "NEED HELP" alert from the SPOT service. A pilot and mechanic subsequently departed from Price with a spare tire and tools, to render assistance. They arrived mid-afternoon, and having assisted with the replacement of the tire, departed a short time later. SPOT data indicated that the accident airplane having departed about 1450, continued on a southeast track with a position report at 1528, indicating they were 8 miles west of an airstrip located on the southern rim of Dark Canyon. Ten minutes later, the unit began a series of transmissions all from the same location, about 1.2 miles southeast of the airstrip. The transmissions continued at that location for the next 12 hours, and no emergency or alert notifications were received during that period. The airplane had not arrived back at Price by 2030. The owner of Redtail Aviation therefore checked the SPOT service, and discovered that the unit had not moved since mid-afternoon. As such, about 2100, he reported the airplane missing to a pilot from the San Juan County Sheriff's office, and at 2130, the Sheriff's Deputy responsible for search and rescue (SAR) was notified. Based on the remote location of the airplane, and the lack of local air support, the SAR team elected to use a Utah Highway Patrol (UHP) Air Bureau helicopter based out of Salt Lake City, 230 miles from the accident site. The helicopter was dispatched from Salt Lake City, and arrived at Moab Regional Airport, Moab, Utah, at 0117, where it picked up two members of the SAR team. A search was initiated utilizing the coordinates provided by the SPOT device, and about 0210 the airplane wreckage was located. PERSONNEL INFORMATION CFI The CFI, age 57, held a commercial pilot certificate with ratings for airplane multiengine land, airplane single engine land, airplane single engine sea, and instrument airplane. Additionally, he held a flight instructor certificate with ratings for airplane single engine land, and instrument airplane. His second-class medical certificate was issued on March 29, 2012, with the limitation that he shall possess glasses for near/intermediate vision. He had successfully completed an FAA, CFR 135.293, and 135.299 proficiency check in the presence of an FAA inspector, 5 days prior to the accident. Flight records recovered from Redtail Aviation revealed that he accumulated a total of 6,197 total flight hours, 111 of which had taken place in the 90 days preceding the accident. His duties as chief pilot included performing charter flights, scenic tours, and flight instruction. Pilot The pilot, age 28, held a private pilot certificate with ratings for airplane single engine land and instrument airplane, issued May 25, 2006. He was issued a third-class medical certificate on September 10, 2007, with no limitations. No flight records were located, and presumed destroyed in the post-accident fire. At the time of his application for a medical certificate, he reported a total flight experience of 150 hours. Family members reported that he had flown regularly for the 5-year period preceding the accident. AIRCRAFT INFORMATION A representative of the pilot's family stated that he had planned on taking the airplane for its annual inspection on the return leg of the trip, and as such, the logbooks were most likely onboard the airplane at the time of the accident. The logbooks were not recovered at the accident site, and presumed to have been consumed by fire. Work order records obtained from the maintenance facility that performed the last annual inspection revealed that the airplane had undergone the inspection in May 2011. At that time, the airframe had accumulated a total of 1,346 flight hours. Low engine cylinder compression values were observed during the inspection, and as such, all six cylinder assemblies were replaced. Oil analysis documentation revealed that about that time, the engine had accrued 1,376 hours since new, and 549 since overhaul. The most recent repair was performed 2 days prior to accident by a maintenance facility based at North Las Vegas Airport. The repair was to the alternator, and occurred at a tachometer time of 1,527.7 hours. FAA airworthiness records indicated that in 1975, a Robertson STOL (short takeoff and landing) full span wing trailing edge flap system had been installed in accordance with supplemental type certificate SA1441WE. Weight and Balance The airplane was equipped with dual flight controls, and according to the owner's mother, the rear third-row passenger seat had been removed, and was later located at their home hangar. No baggage was located in the wreckage, and the occupant's belongings and luggage had been removed and stored at Redtail Aviation prior to the flight. Fuel service records indicated that the airplane was serviced with 31.74 gallons of 100 low-lead aviation gasoline at Price Airport on the morning of the flight. Utilizing the airplane's basic empty weight at the time of manufacture, with the fuel tanks filled to half of their capacity, and the combined weight of all occupants based on their most recent FAA medical certificate applications, the airplane would have been about 650 pounds below its maximum gross weight, and within its center of gravity limits. METEOROLOGICAL INFORMATION The National Weather Service (NWS) Surface Analysis Chart for 1500 on the accident date depicted two high pressure systems located over southwestern Wyoming and northern Arizona at 1017-hectopascals (hPa), and another high over northwestern Wyoming at 1013-hPa. To the northwest over southern Idaho a low pressure system at 1005-hPa was located with an area of disturbed weather. A ridge of high pressure and a cold front existed over southeastern Utah. The NWS Air Resource Laboratory North American Mesoscale Model for 1500 MDT depicted southwesterly winds over the region, with wind of 237 degrees at 16 knots over the accident area, with minimal wind speed change or direction through to a height of 10,000 feet. The NWS had issued AIRMET Tango current over the region for moderate turbulence below 15,000 feet. The closest official weather reporting locations surrounding the accident site were Blanding Municipal Airport, Blanding, Utah, located approximately 30 nautical miles east-southeast at an elevation of 5,868 feet. Blanding had an automated weather observation system (AWOS) installed, which at 1555 reported, wind from 250 degrees at 15 knots gusting to 25 knots; visibility 50 miles; skies scattered clouds at 9,000 feet, broken 14,000 feet; temperature 22 degrees C; dew point 4 degrees C; altimeter 30.16 inches of mercury; lightning observed distant northwest. The mechanic who responded with the replacement tire stated that about the time he departed, the wind varied from calm to intermittent gusts of between 10 and 15 knots. The wind was not strong enough to create dust on the ground, but at about 1,000 feet agl, he encountered "waves" of wind, which resulted in 10-knot changes to the indicated airspeed. WRECKAGE AND IMPACT INFORMATION The wreckage was located on the edge of a 3,400-feet-wide plateau, in remote wilderness, at an elevation of 6,900 feet mean sea level (msl). The terrain immediately to the north and east of the accident site fell away to steep canyon walls, which descended to a confluence of rivers 1,500 feet below. The overall area followed a general upslope from west to east, culminating in the 9,300 feet peaks of Horse Mountain, 15 miles to the east, and the 11,360 feet Abajo Peak, a further 15 miles beyond. The fuselage was on a heading of 040 degrees magnetic, facing uphill on a 20-degree sloping dry wash bed. The wash was comprised of flat sandstone, and the surrounding area consisted of brush and pine trees ranging in height of between 5 and 15 feet. The airplane remained upright, with the engine intact and impaled against a semicircular stratified abutment, which surrounded the airplane to the north. The fuselage sustained minimal longitudinal crush damage. The majority of the fuselage structure forward of the tail, including the cabin and a 30-foot-long swath of vegetation uphill, was consumed by fire. The tail section, aft of the fire line, sustained no discernible damage, and there was no debris path leading up to the wreckage. The right wing was consumed by fire, and was uphill from the engine in line with the fuselage. Green lens fragments were present in the burnt wing remnants furthest from the fuselage. The inboard section of the left wing, and associated lift strut, remained partially attached to the consumed cabin components. The inboard leading edge and the fuel tank, were consumed by fire. The outboard wing portion sustained 45-degree crush damage to the leading edge at the tip, and had become folded back over the cabin structure. The sandstone abutment adjacent to the left wing displayed a 20-foot-long white paint imprint, with red lens fragments, and a section of the left wingtip, at the furthest point from the wing root. No damage was noted to any of the trees to the south of the airplane. The closest tree in that direction was about 10–feet-tall, and 45 feet behind the empennage. The stall warning horn, located in the left wing, had become consumed by fire. The stall warning air inlet orifice, located in the left wing, and about 5 feet of its associated feed tube were clear and free of obstructions. The rudder, elevator, and elevator trim cables were continuous from their control surface clevis fittings through to their associated cabin controls. The aileron control cables within the right wing remained attached to the outboard bellcrank, and were traced through to the wing root, where they had become separated. The cable separation features were broomstraw in appearance, consistent with impact overload, with the remaining cable sections continuous through to the aileron yoke chain. The yoke loop and chain were intact, with the left wing cables continuous through to the aileron bellcrank. The right wing push-pull flap/aileron tubes had been consumed by fire. The right flap cable remained attached at the flap/aileron bellcrank mixing unit, and had separated with broomstraw failure features at a point midspan of the flap. The left wing flap cable remained attached to the flap/aileron mixing unit, and was continuous through to the cabin. Impact and fire damage precluded an accurate assessment of the flap position at impact. The instrument panel had been consumed by fire. The engine throttle, mixture, and propeller control cables remained attached to their panel mounts, and were all in the full-forward position. The engine had been partially consumed by fire, with the underside of the left cylinders melted, exposing the piston crowns. Both magnetos remained affixed to their mounting pads. The propeller hub had become partially submerged in sand and rock, and remained attached to the crankshaft. All three blades were still attached to the hub. The outboard section of one blade had been consumed by fire about 10 inches from the root. The second blade was embedded within soft sandstone material and exhibited a 90-degree aft twist midspan, with thermal damage along the leading and trailing edges at the bend. The third blade exhibited similar bending and curl damage focused at the root, with the entire outboard section consumed by fire. The odor of aviation gasoline was present during excavation of the blade remnants. All major sections of the airplane were accounted for in the immediate vicinity of the accident site. MEDICAL AND PATHOLOGICAL INFORMATION A postmortem examination was conducted on all three occupants by the Utah Department of Health, Office of the Medical Examiner. Toxicological tests on specimens recovered by the medical examiner were performed by the FAA Civil Aerospace Medical Institute. CFI The cause of death for the CFI was reported as the effect of blunt force trauma. The toxicological results were negative for ingested alcohol, with 193.2 (ug/ml, ug/g) Acetaminophen detected in Urine. Pilot The cause of death of the pilot was reported as the effect of blunt force trauma. The toxicological results were negative for all screened drug substances and ingested alcohol. Passenger The cause of death for the pilot rated passenger was reported as the effect of blunt force trauma, with a finding of occlusive coronary artery disease. The toxicological results were negative for ingested alcohol, and 0.329 (ug/ml, ug/g) of Diphenhydramine was detected in the blood. According to CAMI, Diphenhydramine is a common over-the-counter antihistamine used in the treatment of the common cold and hay fever, with warnings that it may impair mental and/or physical ability required for the performance of potentially hazardous tasks (e.g., driving, operating heavy machinery). The National Institutes of Health further reports that Diphenhydramine can also be used to prevent and treat motion sickness, and treat insomnia. The therapeutic low and high blood levels are 0.0250 ug/mL, and 0.1120 ug/mL respectively, with toxic levels of 5 ug/mL, and fatal levels of 10 ug/mL. Refer to the attached toxicology report for specific test parameters and results. Review of his private medical records reve
The pilot's failure to maintain airplane control during low-level maneuvering flight. Contributing to the pilot’s death was the lack of a timely emergency rescue response due to the lack of effective emergency signal transmissions from both the airplane’s emergency locator transmitter and the personal locator device, which were both ejected from the wreckage.
Source: NTSB Aviation Accident Database
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