CEN11FA130

The airplane departed a local airport and maneuvered in the area of the accident site for about 1 hour 10 minutes. About 2 minutes before the accident, the pilot reported that he had "lost elevator control." Subsequently, radar data depicted the airplane maneuver about the same altitude before beginning a turn and rapidly descending to impact. Had the elevator failed, the pilot likely would not have been able to maintain altitude for the 2 minutes prior to the rapid descent. Further, examination of the wreckage did not reveal any preimpact anomalies with the flight control system or airframe, and the signatures on the engine indicated the engine was operating at a high power setting at the time of impact. The pilot's postaccident toxicology test results revealed the use of antidepressant medications. The coroner ruled that the manner of death was suicide, and the flight profile was consistent with the pilot intentionally flying the airplane into terrain.

The accident airplane was a 1962 model Cessna C-210B, serial number 21057856. It was a high wing airplane with retractable tricycle landing gear, configured for four occupants. The airplane was powered by a Teledyne Continental Motors IO-470-S engine. The engine data plate was not located in the airplane wreckage. Annual type inspections were performed on the engine, propeller, and airframe on November 1, 2010, at an airframe total time of 3090.8 hours. On December 27, 2010, at 1436 mountain standard time, a Cessna C-210B airplane, N200EP, impacted terrain near Carter Lake, Loveland, Colorado. The airplane was substantially damaged and the private pilot was fatally injured. The personal flight was being conducted under the provisions of 14 Code of Federal Regulations Part 91 without a flight plan. Visual meteorological conditions (VMC) prevailed at the time of the accident. The flight originated from the Boulder Municipal Airport (BDU), Boulder, Colorado. Radar data indicated the airplane departed BDU at 1323 with the airplane transponder code set to 1200. The radar data indicated the airplane flew in a random and varied manner in the area near the accident site until the last radar return. The airplane's radar (mode C) altitude returns remained between 8,000 and 9,000 feet mean sea level (MSL) from 1425 to 1434. At 1434, the pilot reported he was "losing elevator control" on emergency frequency 121.5 MHz. Radar data indicated the airplane was in a right hand turn at 8,900 MSL at that time. The airplane continued to turn right about 110 degrees and maintain altitude until established on an easterly course at 1434:36. The airplane descended from 8,600 feet MSL at 1434:36 to 7,600 feet MSL at 1435:22. The airplane continued a slight descent while turning right about 60 degrees and then turning back left to the east. The airplane flew straight and level for about 25 seconds before descending in a left hand turn. The last radar return occurred at 1436:09, at 6,900 feet MSL. The calculated average descent rate was about 4,800 feet per minute at that point. The pilot repeated that he was losing elevator control and that he was in the vicinity of Carter Lake prior to the last radar return. The Office of the Medical examiner, Larimer County, Colorado, located in Loveland, Colorado, performed an autopsy on the pilot on December 28, 2010. The forensic pathologist determined the pilot died as a result of blunt force injuries. The manner of death was determined to be suicide. The Federal Aviation Administration, Toxicology Accident Research Laboratory, located in Oklahoma City, Oklahoma, conducted toxicological testing on the pilot. Testing for carbon monoxide and cyanide were not performed. No volatiles (ethanol) were detected. The following drugs were detected: Citalopram detected in liver. Citalopram detected in kidney N-Desmethylcitalopram detected in liver. N-Desmethylcitalopram detected in kidney. Citalopram (Celexa) is an antidepressant commonly usedto treat depression. N-Desmethylcitalopram is a metabolite of Citalopram. Weather at Greely-Weld County Airport, Colorado, about 33 miles east of the accident site, at 1455 was reported 16 degrees Fahrenheit; sky clear, 10 miles visibility, and wind 350 degrees at 5 knots. The pilot, age 50, held a private pilot certificate with a rating for airplane single engine land. His last Federal Aviation Administration (FAA) third-class medical certificate was issued on February 16, 2009, with the restriction "Must have available glasses for near vision." The pilot reported 480 flight hours on his most recent application for a medical certificate. The pilot's logbook was partially destroyed in the accident. It indicated approximately 375 total flight hours, and over 206 hours in type. The date of the last logbook entry could not be determined. The airplane impacted rolling terrain near the southwest corner of Carter Lake, Colorado, and was substantially damaged by impact forces and post impact fire. The airplane impacted an approximately 5 foot tall bush at a nose down angle of 30 to 40 degrees with the wings level. After impacting the bush the aircraft impacted a rocky, dry creek bed, before separating into multiple pieces as it traveled up hill. The airplane was located in two main areas along the wreckage path. The empennage, lower fuselage, and engine were located together, while the wings and upper cabin were located about 70 feet further along the wreckage path. The debris field was about 200 feet long, 150 feet wide, and aligned on a 355 magnetic heading. A grass fire, consuming approximately 2 acres, occurred after the accident. The three propeller blades were separated from the propeller hub and located within 40 feet of the impact point. Each blade exhibited leading edge gouging. Two of the blade tips were broken and one blade exhibited S-type bending. Flight control continuity was established from the elevator, elevator trim tab, and the rudder to the cockpit. The direct aileron cables were traced from the aileron bell cranks to the cabin door posts where the cables exhibited evidence of tension overload separation. The aileron and flap interconnect cables were traced through each wing. No evidence of any pre-impact or system malfunction was found with the airplane or its flight control system.