FTW01FA013

The instrument rated commercial pilot obtained a preflight weather briefing. IMC prevailed for the CFR Part 91 night cross-country flight, and the pilot filed an IFR flight plan. Prior to the takeoff, the pilot received ATIS information November [wind 140 degrees at 11 knots; visibility 10 statue miles; ceiling 500 broken; temperature 16 degrees C.; dew point 15 degrees C.; altimeter 30.02 inches of Hg]. The meteorological conditions at the time of the accident probably included surface winds southeast at 16 knots, cloud bases near 1,800 feet with multiple cloud layers above, light to moderate turbulence above 2,000 feet, and light rain. The runway lights (HIRL) were set to intensity level 3. The single-engine airplane was cleared for takeoff following the departure of an airline jet. Radar track data indicated the jet was at an altitude of 2,000 feet msl, when the airplane was cleared for takeoff. The airplane was airborne at least halfway down the runway, and radar track data indicated a climb profile above the jet. The pilot was cleared to contact departure control, and he acknowledged the clearance. There was no further contact with the aircraft. During the impact with terrain and post accident fire, the airplane was destroyed. There was no complete system found intact. Examination of the aircraft did not reveal any discrepancies that would have precluded operation of the aircraft prior to the impact. The pilot had satisfactorily completed a VFR only competency/proficiency check, and had flown 27.5 hours of CFR Part 135 flights in the accident aircraft. The accumulated PIC flight time in the make and model of the accident aircraft was 56.8 hours (22.3 hours at night). The accumulated flight time during the day in actual IMC was 33.8 hours, in the previous 5 years, of which 3.3 hours (2.4 hours in the accident airplane) were in the last 90 days. The most recent logged flight time at night in actual IMC, prior to the accident flight, was 0.3 hour on July 2, 1993, and 2.3 hours on September 24, 1993.

History of flight

On October 25, 2000, approximately 1945 central daylight time, a Cessna 210 single-engine airplane, N9485T, struck the terrain following a loss of control during the takeoff/initial climb from runway 17R at the Will Rogers World Airport (OKC), near Oklahoma City, Oklahoma. The airplane was owned and operated by ByGone Aviation, LLC, of Guymon, Oklahoma, under 14 Code of Federal Regulations (CFR) Part 91. The instrument rated commercial pilot, sole occupant of the airplane, sustained fatal injuries, and the airplane was destroyed by impact forces and a post-impact fire. Instrument Meteorological Conditions (IMC) prevailed for the planned cross-country flight to the Spearman Municipal Airport (E42) near Spearman, Texas, and an Instrument Flight Rules (IFR) flight plan was filed for the business flight. The flight was originating at the time of the accident.

During personal interviews, conducted by the NTSB investigator-in-charge (IIC), with FAA inspectors, air traffic personnel, airport personnel, and witnesses, the following information was revealed. Earlier on the evening of the accident, the pilot flew the airplane during a CFR Part 135 cargo flight from Guymon, Oklahoma, to Oklahoma City, Oklahoma.

At 1905, the pilot obtained a weather briefing and filed an IFR flight plan to E42. At 1936:22, N9485T was cleared to E42 "as filed, climb and maintain 5,000, expect 8,000, 10 minutes after departure, on departure fly heading 200, departure frequency will be 124.6, squawk 6235." At 1937:06, the pilot verified that he had received ATIS information November [wind 140 degrees at 11 knots; visibility 10 statue miles; ceiling 500 broken; temperature 16 degrees Celsius; dew point 15 degrees Celsius; altimeter 30.02 inches of Mercury]. At 1937:54, N9485T was cleared to follow a Continental Airlines jet to runway 17R for departure.

The climb profile of the Continental Airlines jet from 1942:08 through 1942:22 was 1,400 feet msl, 1,600 feet msl, 1,800 feet msl, and 2,00 feet msl, respectively. At 1942:22, N9485T was cleared for takeoff on runway 17R. The climb profile for N9485T from 1943:26 through 1943:50 was 1,800 feet msl, 1,900 feet msl, 2,000 feet msl, respectively. The takeoff/initial climb profile altitude of N9485T was above that of the Continental Airlines jet. At 1944:00, N9485T, was told to contact departure, and the pilot acknowledged the transmission. There was no further contact with the aircraft.

A witness observed the "red light" on the back of the airplane as it taxied to the runway. This witness stated that the aircraft was airborne at least halfway down the runway, and he saw the "red light again as the airplane went into the clouds." Another witness heard the engine, and observed the airplane banking to the left and descending to the ground.

At 1948, the tower notified airport operations of the accident and that the airplane was engulfed in flames. At 1952, the airport aircraft rescue firefighters (ARFF) and airport operations arrived at the accident site. The Oklahoma City Fire Department, Police Department, and National Guard responded to the accident site. The post-impact fire was extinguished and the site secured.

Personnel information

A review of FAA records revealed that in November 1988, the pilot was issued his private pilot certificate with the airplane single-engine land rating. In December 1995, the pilot obtained his instrument rating. On August 17, 2000, the pilot was issued his commercial pilot certificate with the airplane single-engine land and instrument ratings. The pilot was issued a second class medical certificate on August 21, 2000, with no restrictions. On the pilot's last the medical application, the pilot reported 1092.8 hours of flight time.

According to the pilot's logbook, the total flight time was 1,186.7 hours, and the total pilot-in-command flight time was 1092.8 hours, of which 56.8 hours was in the make and model of the accident aircraft. The accumulated night flight time was 202.2 hours, of which 22.3 hours were in the make and model of the accident aircraft. The accumulated night flight time in simulated instrument meteorological conditions (IMC) from November 21, 1991 through June 8, 1996, was 15.9 hours. The accumulated flight time in actual IMC was 33.8 hours of which 3.3 hours (2.4 hours in the accident airplane) was in the last 90 days. The flight time at night in actual IMC, prior to the accident flight, was 0.3 hour on July 2, 1993, and 2.3 hours on September 24, 1993.

According to the company records, the pilot was employed by ByGone Aviation, LLC., in August 2000, and he had completed the training program for the Cessna 210 airplane. The pilot satisfactorily completed the CFR Part 135.293(a)(3) and Part 135.299 airman competency/proficiency check in the Cessna 210, N8485T, single-engine airplane on August 22, 2002, given by the FAA principal operations inspector (POI). The pilot had not taken the CFR Part 135.297 instrument proficiency check. According to company flight/duty records for 2000, the pilot had flown 27.5 hours of charter flights in the Cessna 210 aircraft from September 11 through October 24, 2000.

Aircraft information

The FAA records and available maintenance records were reviewed by the NTSB IIC. The Cessna 210 aircraft Type Certification Data (3A21) was issued April 20, 1959, under Part 3 of the Civil Air Regulations (CAR) dated May 15, 1956. The original delivery documents for the Cessna 210 aircraft, serial number 57285, showed a March 24, 1960, FAA airworthiness certification. The aircraft was registered to the current owner on November 10, 1994.

The airplane was maintained under CFR Part 135.411 (a)(1) by Centerline Aviation, Guymon, Oklahoma, at the time of the accident. The last annual inspection was performed on September 24, 2000, at a tachometer time of 3,401 hours. At the last annual inspection was performed at an engine time of 1,320 hours since major overhaul (SMOH).

In June 1992, an overhauled directional gyro was installed. In April 1997, the nav/com unit (King KX-170B), and VOR/LOC indicator unit (King KI-208) were installed in the instrument panel. In November 1998, a Garmin altimeter, part number (P/N) 22-374, S/N 66G181, and an overhauled vertical speed indicator (VSI) P/N 7000, S/N 33181 were installed, and the ATC transponder test and inspections required by CFR Part 91.413 were performed and found to comply with CFR Part 43 Appendix F.

The Continental I0-470-E engine, serial number (S/N) 77343-O-E, was overhauled in July, 1987, at a tachometer time of 2,080 hours. In August 1994, the engine was removed for a teardown inspection, reassembled, and reinstalled, at a tachometer time of 2,488.0 hours. In November 1997, new bearings and bushings were installed in the generator. In May 1998, the bearings were packed in both magnetos, and the impulse coupling, points, and capacitor (left magneto) were replaced. In June 1998, the #4 cylinder was replaced with a serviceable cylinder, and an overhauled wet vacuum pump installed.

Maintenance records indicated that the McCauley model D2A34C58-NO, S/N 758390, was installed. The propeller was overhauled in July 1999.

Meteorological information

All times are central daylight time unless otherwise noted.

At 1853, the surface weather observation (METAR) for OKC indicated ceiling 500 feet (agl) broken; visibility 10 statute miles; temperature 16 degrees Celsius (60 degrees Fahrenheit); dew point 15 degrees Celsius (59 degrees Fahrenheit); wind from 150 degrees at 13 knots; altimeter setting 30.02 inches Mercury.

At 1953, the METAR for OKC indicted ceiling 500 feet (agl) broken, 900 feet (agl) broken; temperature 16 degrees Celsius; dew point 15 degrees Celsius; wind from 130 degrees at 16 knots; altimeter setting 30.00 inches Mercury; rain began 0016 and ended 0053; trace of precipitation (<.01