SEA02FA175

History of flight

On September 15, 2002, approximately 1035 mountain daylight time, a Cessna TR182, N738GX, registered to Helen and Harold Frisch (trustee), and being operated/flown by one of the owners, a certificated commercial pilot, was destroyed when the aircraft collided with a fuel truck parked at a fuel truck marshalling area at Joslin Field, Twin Falls, Idaho, while attempting a go around maneuver to runway 12. The pilot and two accompanying passengers sustained fatal injuries during the crash and post impact explosion/fire. Visual meteorological conditions existed and a VFR flight plan had been filed and activated. The flight, which was personal, was operated under 14CFR91 and originated from Kalispell, Montana, approximately 0800 on the morning of the accident. The aircraft was flight planned to Sacramento Executive airport, Sacramento, California, with an intermediate fuel stop at Twin Falls.

The pilot contacted Great Falls Automated Flight Service Station (AFSS) twice on September 14th requesting information on the weather for the return flight to Sacramento. At 0703, on the morning of September 15th he contacted Great Falls AFSS again and received a weather briefing for the leg to Twin Falls and then on to Sacramento. The pilot was advised of the enroute weather including a report of winds at Twin Falls from 170 degrees at 16 knots (refer to Attachment AFSS-I).

The pilot first contacted the Twin Falls Air Traffic Control Tower (ATCT) reporting about 13 nautical miles (nm) north of the field. The tower controller advised that winds were favoring runway 12, reported the wind from 150 degrees magnetic at 20 knots, altimeter 30.03, and instructed the pilot to contact the tower when three miles north of the field (refer to Attachment AT-I).

Approximately three minutes and 55 seconds later the pilot reported three miles north of the airport and the tower controller cleared N738GX to land on runway 12. The controller did not provide, nor did the pilot request any further wind information. There were no further communications to/from the aircraft.

The tower controller reported, "...it appeared the pilot was having problems with the winds and was attempting to go around..." and "...that when he tried to go around the aircraft kept going to the left..." (refer to Attachment C-I).

A line fueler with Reeder Flying Service, who was returning fuel truck number three to its parking position in between fuel trucks one/two and four/five observed the accident sequence. He reported seeing the aircraft in a continuously right wing low attitude between the time he first observed the aircraft up to the time of the impact with the fuel truck. He indicated that the angle of bank decreased periodically but that the aircraft was always in a right wing low attitude. Additionally, the fueler reported "...when it looked as if he was pulling up he was only about five feet of[f] the ground and about 10 - 20 feet away from the fuel truck..." (refer to Attachment F-I). He also remarked that the winds on the day of the accident were not uncommon for Twin Falls and he estimated the wind between 20 and 25 knots out of the south-southeast.

Personnel information

The pilot held a commercial certificate with airplane single engine land and helicopter ratings and an instrument rating for both fixed wing and helicopter. The pilot's most current FAA medical examination was conducted on August 29, 2001, at which time he was issued a second class medical certificate with the restriction that he "must wear corrective lenses & possess glasses for near & interim vision."

No pilot logs were found or made available to the investigative team and the pilot's total (estimated) flight time of 2,200 hours was based upon that time reported at his last FAA medical examination. Records indicated that the pilot had acquired the Cessna TR182 on May 27, 1997.

Aircraft information

N738GX, a Cessna TR182, was equipped with two 46-gallon fuel tanks (one in each wing). The aircraft's maximum gross takeoff weight was 3,100 pounds. No logs, records or weight and balance documentation were available and the manufacturer reported the standard empty weight of the Cessna TR182 model as 1,764 pounds.

The fixed base operator who serviced the aircraft prior to it's departure from Glacier Park International airport, Kalispell, Montana, reported that the aircraft had been fueled with 36.8 gallons of 100 low lead aviation octane fuel on September 13, 2002. The fuel on board listed on the flight plan (5 hours) from Kalispell, Montana, to Twin Falls, Idaho, was consistent with full fuel tanks (92 gallons).

The weights of all three occupants were provided by the Twin Falls Coroner's Office and derived from automobile drivers license data. The pilot was reported to weigh out at 195 pounds while the two passengers weighed out at 198 and 190 pounds. An accurate assessment of the weight of personal effects could not be determined due to the extensive post crash fire. However, numerous golf clubs were found at the crash site.

The manufacturer provided a "Wind Components" Chart for the Cessna TR182 (refer to Attachment WC-I). The chart provides a note that reads "Maximum demonstrated crosswind velocity of 18 knots (this is not a limitation)." The Cessna TR182 flight manual (1979) defines demonstrated crosswind velocity as "the velocity of the crosswind component for which adequate control of the airplane during takeoff and landing was actually demonstrated during certification tests. The value shown is not considered to be limiting."

Meteorological information

Aviation surface weather observations taken on September 15, 2002, at Joslin Field were reviewed (refer to Attachment ASWO-I). The following wind information was noted:

Time direction speed gusts remarks

0753 190 Deg true 12 KTS 20 KTS

0853 180 Deg true 16 KTS

0953 170 Deg true 20 KTS 28 KTS peak wind 170 @ 28 (0953)

1053 180 Deg true 19 KTS 27 KTS peak wind 190 @ 30 (1037)

1153 190 Deg true 21 KTS 29 KTS peak wind 180 @ 31 (1142)

1253 200 Deg true 17 KTS 27 KTS peak wind 190 @ 29 (1214)

An Automated Surface Observing System (ASOS) was operating at Joslin Field on the date of the accident (refer to Attachment ASOS-I). The following wind information was noted:

Time direction speed gusts remarks

1035 180 Deg true 22 KTS 29 KTS peak wind 180 @ 29 (1035)

1040 180 Deg true 20 KTS 30 KTS peak wind 190 @ 30 (1037)

1045 190 Deg true 22 KTS 30 KTS peak wind 190 @ 30 (1037)

1050 180 Deg true 21 KTS 27 KTS peak wind 190 @ 30 (1037)

1055 190 Deg true 17 KTS 24 KTS

1100 190 Deg true 19 KTS 25 KTS

Aerodrome information

Joslin Field (TWF) was equipped with a primary (instrument) runway (07/25) measuring 8,703 by 150 feet and a (general aviation) runway (12/30) measuring 3,224 by 75 feet. According to the most recent FAA Form 5010-1 survey, dated August 12, 2002, runway 12/30 was designated as non-air carrier movement area (refer to Attachment 5010-I and Diagram I). The centerline of runway 120 was measured to be on a bearing of 120/300 degrees magnetic (105/285 degrees true). The magnetic variation at Joslin Field was about 15 degrees East. The airport was fully certificated under 14CFR139 and maintained an Index "B" rating.

According to the November 1997 Airport Layout Plan for Joslin Field, runway 12/30 was designated as an approach category "B" and Design Group II runway. The safety area associated with the runway was designated as 150 wide (+/- 75 about the centerline) and extending the full length of the runway and 300 feet beyond each approach end.

According to the Airport Facility Directory in effect at the time of the accident, the airport's ASOS system was ke