# NTSB FTW00FA144: Cessna 210L, N732ER, Mack, CO, May 8, 2000 - Type: NTSB accident investigation - Classification: Accident · Fatal · Field investigation · Final report - Date: May 8, 2000, 12:50 local (18:50 UTC) - Place: Mack, CO - Coordinates: 39.220603, -108.869857 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=39.2206&lon=-108.8699&mi=10 - Phase of flight: [Enroute](https://openairdocs.org/ntsb-phases/400) (OpenAirDocs' grouping) - Highest injury: Fatal - Injuries: 2 fatal - Status: Completed, report July 10, 2001 - Report: Approved by Office Director - ADs cited in the narratives: [AD 99-09-17](https://openairdocs.org/ad/99-09-17) (OpenAirDocs) - NTSB case key (mKey): 49215 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=FTW00FA144 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/49215/pdf - Page: https://openairdocs.org/ntsb/FTW00FA144 ## Probable cause The pilot's continued VFR flight into instrument meteorological conditions. Factors were the mountain obscuration and the rising terrain. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - In flight encounter with weather, cruise - weather condition - obscuration (contributing factor) - vfr flight into imc - continued, pilot in command (cause) - In flight collision with terrain/water, cruise - terrain condition - mountainous/hilly - terrain condition - rising (contributing factor) ## Analysis The instrument rated pilot received 3 weather briefings and waited 3 hours for weather to improve before departing on a VFR flight. According to witnesses, the mountain tops in the vicinity of the pilot's route of flight were obscured by clouds. The pilot told the witnesses that he was concerned with the freezing level and therefore wanted to stay VFR. The pilot told the FSS weather briefer that he was trying to stay out of icing conditions and the lower he flew the better. The pilot filed a flight plan that had an intended route of flight along a victor airway at VFR altitudes. Radar data depicted the accident airplane climbing to a maximum altitude of 8,700 feet msl and heading northwest on course before radar contact was lost. The radar altitude data was overlaid on topographical data and revealed the terrain rising to meet the airplane's last radar altitude return. The airplane impacted mountainous terrain at 8,736 feet msl. Weather reports along the route of flight depict cloud bases initiating approximately 7,300 feet msl. Examination of the wreckage revealed no anomalies that would have prevented normal operation of the aircraft. ## Factual narrative HISTORY OF FLIGHT On May 8, 2000, at 1250 mountain daylight time, a Cessna 210L airplane, N732ER, was substantially damaged when it impacted terrain while in cruise flight near Mack, Colorado. The commercial pilot, who was the registered owner of the airplane, and his passenger were fatally injured. Visual meteorological conditions prevailed and a visual flight rules (VFR) flight plan was filed for the 14 Code of Federal Regulations Part 91 flight. The cross-country flight originated from the Grand Junction Airport, Grand Junction, Colorado, approximately 18 minutes prior to the accident, and was destined for Vernal, Utah. The accident airplane was part of a 7-airplane caravan trip throughout the southwest. The accident airplane departed Arlington, Texas, on May 7, 2000, and flew to San Angelo, Texas, and then to Grand Junction, where the pilot topped-off the fuel tanks for the following day's flight to Vernal (located 105 miles north, northwest of Grand Junction). The remaining 6 airplanes flew to Vernal, Utah, on the 7th and were awaiting the accident airplane's arrival on the 8th for their next leg to Moab, Utah. On the morning of May 8, 2000, the pilot and his passenger arrived at the Grand Junction Airport where they checked the weather (on 3 separate occasions), and according to line personnel at the fixed base operator, waited (approximately 3 hours) for the "weather to clear." One of the line personnel stated that the weather was "stormy and windy." The pilot informed them that he was going to fly over Douglas Pass to Vernal. The line personnel stated that the mountain tops were obscured by clouds in that area, and they told the pilot that he might be able to go around the weather by flying to Green River, Utah, where "the weather was clearer." They said that the pilot stated that, "if the weather was too bad, he would head west or return to the airport." The line personnel added that the pilot stated that he was not going to file an instrument flight rules flight plan because he could not obtain icing levels, so he filed a VFR flight plan instead. According to air traffic control information, the pilot contacted Denver departure at 1241, and was given the altimeter setting of 29.92 inches of mercury. At 1249, Denver departure lost radar contact with the airplane and could not establish radio contact with the pilot. A search was initiated, and the airplane was located at 1830. PERSONNEL INFORMATION The pilot was issued a commercial certificate with airplane single-engine, airplane multi-engine, and instrument airplane ratings on July 30, 1970. The pilot was issued an airplane single-engine flight instructor certificate on July 27, 1999. Review of the pilot's logbooks revealed that he had accumulated approximately 4,083 flight hours, of which 2,640 hours were in the same make and model as the accident airplane. According to the logbook, the pilot flew 334 hours in actual instrument conditions, and 264 hours in simulated instrument conditions. On May 13, 1999, the pilot completed his last biennial flight review in the accident airplane, and logged the required currency requirements for instrument flight rules operations. The pilot was issued a third class medical certificate on September 01, 1999, with the following limitations, "must wear corrective lenses," and "not valid for any class after September 30, 2000." AIRCRAFT INFORMATION The 1976-model airplane was powered by a Teledyne Continental IO-520-L engine (serial number 294946-R) and a McCauley D3A32C88-M propeller (serial number 786713). It was equipped for operations in instrument meteorological conditions. The airplane underwent its last annual inspection on March 1, 2000, at an aircraft total time of 3,576.1 hours. The last altimeter system, altitude reporting equipment, and transponder tests and inspections were conducted on January 28, 1999. On December 18, 1998, at an aircraft total time of 3,491.2 hours, the engine was factory rebuilt and zero timed. On May 31, 1999, at an engine time of 26.1 hours, and aircraft time of 3,516.1 hours, the engine was sent to the manufacturer to comply with Airworthiness Directive 99-09-17. At that time, the "crankshaft assembly, all main bearings, all connecting rod bearings and collar, four connecting rods, four rocker arms, four pushrods and housings, one balance tube bracket, four push rod springs and new gaskets and seal" were replaced. March 1, 2000, was the last time the engine underwent a 100-hour inspection at an engine total time of 85.3 hours. METEOROLOGICAL INFORMATION The pilot called the Denver Flight Service Station (FSS) on three separate occasions on the morning of the accident. Review of the first recorded weather briefing revealed that the pilot requested weather information for a VFR flight from Grand Junction to Vernal, and was given Airmet information regarding turbulence, freezing levels, and mountain obscuration. The FSS weather briefer stated that VFR was not recommended for that route of flight. During the second recorded weather briefing the pilot stated that he could fly instrument flight rules to Vernal, but wanted to check the weather. The FSS weather briefer asked the pilot if he had received a weather briefing that morning, to which the pilot answered in the affirmative. The FSS weather briefer then asked if the pilot received Airmets for the area, to which the pilot answered in the negative. The FSS weather briefer then proceeded to give the pilot the applicable Convective Sigmets and Airmets for the pilot's route of flight. The pilot asked what the freezing level was and the FSS weather briefer stated that the icing levels were forecasted to start between 7,000 and 10,000 feet. The pilot then asked the FSS weather briefer what the Minimum Enroute Altitude (MEA) was for that route and asked if it was 10,800 feet. He then stated that he was "trying to stay out of icing conditions and the lower I fly the better." The FSS weather briefer stated that the MEA for V-391 (the victor airway between the Grand Junction VOR and the Vernal VOR) was 11,800 feet. (The MEA for V-391 was in fact 10,800 feet at the time of the accident.) The FSS weather briefer completed the telephone conversation with the pilot by giving him the forecasts for Grand Junction and Vernal. During the third recorded telephone weather briefing, the pilot stated that he wanted to file a VFR flight plan from Grand Junction to Vernal along V-391, and the "cruise altitude will be VFR." The pilot then asked if the precipitation in the area was moving to the east, to which the FSS weather briefer indicated that it was, and that he would be able to deviate to the west to avoid it. The pilot asked again about the icing levels, to which the FSS weather briefer answered that he did not have any pilot reports concerning the icing levels. Review of the weather data in the accident area at 1200, revealed a weak center of low pressure over southwestern Montana with an associated trough of low pressure curving southward over western Wyoming into western Colorado. Weather radar data for the accident area was reviewed and no echoes were depicted in the vicinity of the accident site at the time of the accident. Visible satellite imagery for 1245 and 1300 depicted the leading edge of a distinct line of clouds oriented southwest-northeast over the accident site location. Examination of the Wind Aloft Forecasts over Grand Junction revealed that the wind at 9,000 feet msl was from 280 degrees at 15 knots. At 1256, the weather observation facility at Grand Junction (field elevation 4,858 feet msl) reported the wind from 290 degrees at 12 knots, visibility 10 statute miles, clouds broken at 2,400 feet agl, overcast clouds at 2,800 feet agl, temperature 52 degrees Fahrenheit, dew point 45 degrees Fahrenheit, and altimeter setting of 29.92 inches of mercury. At 1245, the weather observati ## Aircraft - Registration: [N732ER](https://openairdocs.org/deregistered/N732ER-2001-08-23), registration cancelled 2001-08-23, S/N 21061461 (OpenAirDocs) - Reported make and model: Cessna 210L - Registry model: [Cessna 210L](https://openairdocs.org/model/cessna-210l) (registry code 2073448) (OpenAirDocs) - Category: Airplane - Serial number: 21061461 - Airframe hours: 3601 - Engines: Continental IO-520-L 300 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Registered owner: Paul G. Dillenschneider - Airworthiness certificate: Standard, Normal - Last inspection: Annual, March 1, 2000, 25 hours before - Departed: GJT, GRAND JUNCTION, CO - Destination: VEL, VERNAL, UT - Flight plan: VFR ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 75; commercial, flight instructor; airplane ratings: multi-engine land, single-engine land; instrument ratings: airplane; medical: class 3, valid medical--w/ waivers/lim; seat: left; toxicology performed; flight hours: 4,083 total, 2,640 in this make and model ## Weather - Conditions: Visual (VMC), Day - Wind: 290° at 10 knots - Visibility: 10 statute miles - Lowest ceiling: 2,400 ft broken - Temperature: 52 °F, dew point 45 °F - Altimeter: 29.00 inHg - Observed at: GJT, 39 nm away ## FAA reports on this event (1) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Accident 20000508011669A](https://openairdocs.org/incident/20000508011669A), May 8, 2000: Cessna 210L, Mack, CO, No damage, 2 fatal. (-23) A/c departed grand junction, CO. For vernal, ut in known weather with thunderstorms in the area a/c crashed into mountain at 8734 feet. Suspect weather… From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.