SEA04FA083

At 2038:10, a Cessna 170B and a Cessna 210J collided in-flight about 5 miles southeast of Tenino, Washington, at 3,000 feet mean sea level (about 2,700 feet above ground level). The Cessna 170B, flown by a private pilot, sole occupant of the airplane, was transponder equipped squawking code 1200 and emitting Mode C altitude information. The Cessna 170B had just descended from 7,500 feet msl and was leveling off at 3,000 feet on a magnetic heading of 322 degrees when the collision occurred. The pilot of the Cessna 170B, whose engine was separated from the airplane as a result of the collision, was able to maintain control of the airplane and succeeded in making a forced landing to an open field. The pilot of the Cessna 210J, also the sole occupant, was not emitting a transponder code, and therefore no altitude or other identifying information was available. However, a radar target was observed to the left and on a collision course with the Cessna 170B, and is assumed to have been the Cessna 210J; there were no other aircraft observed in the immediate vicinity. At 2036:11, the aircraft were approximately 3 1/2 nautical miles apart, the Cessna 210J oriented on a heading of north, while the Cessna 170B was on a magnetic heading of 309 degrees. At 2036:34, both aircraft were still on their respective headings, however, their lateral separation had diminished by 3/4 of a mile; the airplanes were now 2 3/4 miles apart. At 2036:58, lateral separation was reduced by 1/2 mile to 2 1/4 miles, and at 2037:22 lateral separation was further reduced to 1 1/4 miles. At 0337:46, 24 seconds prior to the collision, radar data indicates the aircraft were separated by a lateral distance of approximately 3,300 feet. Based on scratch marks and paint transfer signatures observed on both aircraft, as well as an estimated speed of the overtaking Cessna 210J being 150 knots and the GPS readout speed of the Cessna 170B of 113 knots, calculations revealed a closure speed of 41 knots, and a collision angle of 8 degrees. A calculated convergence angle of 22 degrees was determined for the Cessna 210J and 150 degrees for the Cessna 170B. It was concluded that based on the Cessna 210J's convergence angle and pilot's unobstructed forward field of vision, the Cessna 210J pilot should have been able to detect the presence of the Cessna 170B using normal visual scanning procedures consistent with visual flight rule (VFR) operations.

At 2038:10, a Cessna 170B and a Cessna 210J collided in-flight about 5 miles southeast of Tenino, Washington, at 3,000 feet mean sea level (about 2,700 feet above ground level). The Cessna 170B, flown by a private pilot, sole occupant of the airplane, was transponder equipped squawking code 1200 and emitting Mode C altitude information. The Cessna 170B had just descended from 7,500 feet msl and was leveling off at 3,000 feet on a magnetic heading of 322 degrees when the collision occurred. The pilot of the Cessna 170B, whose engine was separated from the airplane as a result of the collision, was able to maintain control of the airplane and succeeded in making a forced landing to an open field. The pilot of the Cessna 210J, also the sole occupant, was not emitting a transponder code, and therefore no altitude or other identifying information was available. However, a radar target was observed to the left and on a collision course with the Cessna 170B, and is assumed to have been the Cessna 210J; there were no other aircraft observed in the immediate vicinity. At 2036:11, the aircraft were approximately 3 1/2 nautical miles apart, the Cessna 210J oriented on a heading of north, while the Cessna 170B was on a magnetic heading of 309 degrees. At 2036:34, both aircraft were still on their respective headings, however, their lateral separation had diminished by 3/4 of a mile; the airplanes were now 2 3/4 miles apart. At 2036:58, lateral separation was reduced by 1/2 mile to 2 1/4 miles, and at 2037:22 lateral separation was further reduced to 1 1/4 miles. At 0337:46, 24 seconds prior to the collision, radar data indicates the aircraft were separated by a lateral distance of approximately 3,300 feet. Based on scratch marks and paint transfer signatures observed on both aircraft, as well as an estimated speed of the overtaking Cessna 210J being 150 knots and the GPS readout speed of the Cessna 170B of 113 knots, calculations revealed a closure speed of 41 knots, and a collision angle of 8 degrees. A calculated convergence angle of 22 degrees was determined for the Cessna 210J and 150 degrees for the Cessna 170B. It was concluded that based on the Cessna 210J's convergence angle and pilot's unobstructed forward field of vision, the Cessna 210J pilot should have been able to detect the presence of the Cessna 170B using normal visual scanning procedures consistent with visual flight rule (VFR) operations.

History of flight

On May 16, 2004, approximately 2040 Pacific daylight time, a Cessna 170B high-wing airplane, N3510D, and a Cessna 210J high-wing airplane, N3329S, collided in flight approximately five nautical miles southeast of Tenino, Washington. The Cessna 170B had departed Roseburg, Oregon, at approximately 1834 and was en route to the Wax Orchards Airport, Vashon Island, Washington. The Cessna 210J departed Kelso, Washington, at an unspecified time and was en route to the Renton Municipal Airport, Renton, Washington. There was one occupant onboard each aircraft. The pilot of the Cessna 210J, a certificated commercial pilot, sustained fatal injuries, while the certificated private pilot of the Cessna 170B sustained minor injuries. Visual meteorological conditions prevailed and both aircraft were operated under 14 CFR Part 91 regulations.

According to the Federal Aviation Administration (FAA), both pilots received weather briefings but neither pilot filed a flight plan, and neither aircraft had requested or were receiving air route traffic control radar services at the time of the collision.

The pilot of the Cessna 170B reported that moments before the collision he was level at 3,500 feet mean sea level and had just changed his heading from 350 degrees to 318 degrees. The pilot stated, "I was looking down at my map as part of this 'normal scan' that I do when the collision occurred. I never saw the other airplane." The pilot further stated that the aircraft pitched down and went into an uncommanded left turn, requiring him to stabilize the angle of bank by holding full right aileron. The pilot reported that he then realized that the engine had come off the airplane, but he was still able to maintain a nose down attitude and keep his speed up. The pilot further reported that he then attempted to move the elevator and rudder enough to see if they were responsive, which they were. The pilot stated that as the airplane continued in the left turn through a southerly heading to an easterly heading, he saw what appeared to be parts of something falling out of the sky below him. The pilot said, "...that's when I thought I'd been hit by another airplane." The pilot reported that as he proceeded turning and losing altitude rapidly, he picked out a field where he thought he could land. The pilot further stated, "I moved the flap handle a little to see how much they moved, and when I saw they worked I decided to add some flap to reduce my speed as I approached the field." The pilot reported that he then applied right rudder to raise the left wing before "clipping" the tops of some trees and going through one powerline wire which bordered the field on the south. The pilot stated that after the airplane impacted the ground and nosed over, he immediately exited the aircraft and sought help at a nearby house. The aircraft came to rest inverted on a magnetic heading of 120 degrees, and there was no post impact fire.

A witness, who is also a private pilot and the owner of the property where the Cessna 210J came to rest, reported that while in his house he heard an airplane flying around, prompting him to go outside to see what it was. The witness stated that he looked up and thought he heard airplanes overhead, then saw the two accident aircraft coming together. The witness further stated, "[I] saw them about 5 to 8 seconds before they hit. Both were straight and level. Neither took evasive action in any way." The witness stated that one airplane was heading north and the other one was heading northeast when he observed the collision. The witness further stated that after several airplane parts impacted the ground close to his house, he looked up again and saw "the silver aircraft" gliding north without an engine before it went out of sight over some trees.

The Cessna 170B came to rest in an open pasture with its engine located approximately one-half mile southwest of the main wreckage. The airplane's right cabin door and left lower cowling were located approximately three-quarters of a mile south of the main wreckage.

The Cessna 210J, which included the main cabin/cockpit area and engine, was located about one-quarter mile southwest of the Cessna 170B's main wreckage. The aircraft's wing was located approximately 400 feet south of the aircraft's main wreckage, while the airplane's tail section was discovered in a thick brush about one-half mile south of the main impact site.

Personnel information

The pilot of the Cessna 170B held a private pilot certificate with an airplane single-engine land rating. He also held a third-class medical certificate, issued on January 8, 2003, and had accumulated a total flight time of 282 hours, with 126 hours in make and model, and 23 hours in the last 90 days.

The pilot of the Cessna 210J held a commercial pilot certificate with airplane single and multiengine land ratings. He held a first-class medical certificate, issued on May 15, 2003, and had accumulated a total flight time of approximately 1,000 hours, with 5 hours logged in the previous 6 months.

Aircraft information

The 1955-model Cessna 170B, was a single-engine high wing all metal airplane featuring fixed conventional landing gear and a fixed pitch propeller. The airplane, serial number 27053, had accumulated a total time of 2,319 hours, with 34 hours since its last inspection. Maintenance records disclosed that the most recent annual inspection was completed on May 22, 2003. The airplane was equipped with a 150 horsepower Continental O-300 engine, with 913 hours since its last overhaul. The airplane was not painted, with the exception of one 8 inch light blue stripe running from the forward cowling to the end of the rudder along both sides of the airplane parallel to its longitudinal axis. Approximately 6 inches of each horizontal stabilizer tip was painted with a light blue color.

The 1969-model Cessna 210J, was a single-engine high wing all metal airplane featuring a retractable tricycle landing gear and a constant speed propeller. According to maintenance records, the Cessna 210J, serial number 21059129, had undergone its most recent annual inspection on March 4, 2002. At the time of the inspection records indicate the airplane had a total airframe time of 2,818 hours, with the engine having accumulated a total of 575 hours since its last overhaul. At the time of the accident the flight was operating in accordance with 14 CFR 91.203(b), Federal Aviation Administration Special Flight Permit, authorizing the flight to be flown from Grove Field (1W1), Camas, Washington, to the Renton Municipal Airport (RNT), Renton, Washington. The Special Flight Permit, issued on May 13, 2004, and valid until May 30, 2004, was for maintenance purposes. The airplane was painted white with alternating red and black stripes running the full length of the airplane on both sides, parallel to the longitudinal axis of the aircraft. Both wingtips were painted red. (See photograph #9 for Cessna 210J paint scheme)

Meteorological information

The nearest weather reporting station was located at the Olympia Airport, Olympia, Washington, 14 nautical miles northwest of the accident site. At 2054, observation reported wind calm, visibility 10 statute miles, overcast clouds at 7,500 feet, temperature 15 degrees C, dew point 9 degrees C, and an altimeter setting of 30.00 inches of Mercury.

Wreckage and impact information

Physical evidence as well as paint transfers were consistent with a mid-air collision. A red paint transfer signature, approximately 11 inches in length was observed on the left side of the Cessna 170B's top engine cowling, oriented approximately 30 degrees to the Cessna 170B's longitudinal axis from left to right, and from the rear towards the front. (See photographs #3 and #4) Red paint transfer signatures were also observed on the underside of the Cessna 170B's left wing strut

History of flight

On May 16, 2004, approximately 2040 Pacific daylight time, a Cessna 170B high-wing airplane, N3510D, and a Cessna 210J high-wing airplane, N3329S, collided in flight approximately five nautical miles southeast of Tenino, Washington. The Cessna 170B had departed Roseburg, Oregon, at approximately 1834 and was en route to the Wax Orchards Airport, Vashon Island, Washington. The Cessna 210J departed Kelso, Washington, at an unspecified time and was en route to the Renton Municipal Airport, Renton, Washington. There was one occupant onboard each aircraft. The pilot of the Cessna 210J, a certificated commercial pilot, sustained fatal injuries, while the certificated private pilot of the Cessna 170B sustained minor injuries. Visual meteorological conditions prevailed and both aircraft were operated under 14 CFR Part 91 regulations.

According to the Federal Aviation Administration (FAA), both pilots received weather briefings but neither pilot filed a flight plan, and neither aircraft had requested or were receiving air route traffic control radar services at the time of the collision.

The pilot of the Cessna 170B reported that moments before the collision he was level at 3,500 feet mean sea level and had just changed his heading from 350 degrees to 318 degrees. The pilot stated, "I was looking down at my map as part of this 'normal scan' that I do when the collision occurred. I never saw the other airplane." The pilot further stated that the aircraft pitched down and went into an uncommanded left turn, requiring him to stabilize the angle of bank by holding full right aileron. The pilot reported that he then realized that the engine had come off the airplane, but he was still able to maintain a nose down attitude and keep his speed up. The pilot further reported that he then attempted to move the elevator and rudder enough to see if they were responsive, which they were. The pilot stated that as the airplane continued in the left turn through a southerly heading to an easterly heading, he saw what appeared to be parts of something falling out of the sky below him. The pilot said, "...that's when I thought I'd been hit by another airplane." The pilot reported that as he proceeded turning and losing altitude rapidly, he picked out a field where he thought he could land. The pilot further stated, "I moved the flap handle a little to see how much they moved, and when I saw they worked I decided to add some flap to reduce my speed as I approached the field." The pilot reported that he then applied right rudder to raise the left wing before "clipping" the tops of some trees and going through one powerline wire which bordered the field on the south. The pilot stated that after the airplane impacted the ground and nosed over, he immediately exited the aircraft and sought help at a nearby house. The aircraft came to rest inverted on a magnetic heading of 120 degrees, and there was no post impact fire.

A witness, who is also a private pilot and the owner of the property where the Cessna 210J came to rest, reported that while in his house he heard an airplane flying around, prompting him to go outside to see what it was. The witness stated that he looked up and thought he heard airplanes overhead, then saw the two accident aircraft coming together. The witness further stated, "[I] saw them about 5 to 8 seconds before they hit. Both were straight and level. Neither took evasive action in any way." The witness stated that one airplane was heading north and the other one was heading northeast when he observed the collision. The witness further stated that after several airplane parts impacted the ground close to his house, he looked up again and saw "the silver aircraft" gliding north without an engine before it went out of sight over some trees.

The Cessna 170B came to rest in an open pasture with its engine located approximately one-half mile southwest of the main wreckage. The airplane's right cabin door and left lower cowling were located approximately three-quarters of a mile south of the main wreckage.

The Cessna 210J, which included the main cabin/cockpit area and engine, was located about one-quarter mile southwest of the Cessna 170B's main wreckage. The aircraft's wing was located approximately 400 feet south of the aircraft's main wreckage, while the airplane's tail section was discovered in a thick brush about one-half mile south of the main impact site.

Personnel information

The pilot of the Cessna 170B held a private pilot certificate with an airplane single-engine land rating. He also held a third-class medical certificate, issued on January 8, 2003, and had accumulated a total flight time of 282 hours, with 126 hours in make and model, and 23 hours in the last 90 days.

The pilot of the Cessna 210J held a commercial pilot certificate with airplane single and multiengine land ratings. He held a first-class medical certificate, issued on May 15, 2003, and had accumulated a total flight time of approximately 1,000 hours, with 5 hours logged in the previous 6 months.

Aircraft information

The 1955-model Cessna 170B, was a single-engine high wing all metal airplane featuring fixed conventional landing gear and a fixed pitch propeller. The airplane, serial number 27053, had accumulated a total time of 2,319 hours, with 34 hours since its last inspection. Maintenance records disclosed that the most recent annual inspection was completed on May 22, 2003. The airplane was equipped with a 150 horsepower Continental O-300 engine, with 913 hours since its last overhaul. The airplane was not painted, with the exception of one 8 inch light blue stripe running from the forward cowling to the end of the rudder along both sides of the airplane parallel to its longitudinal axis. Approximately 6 inches of each horizontal stabilizer tip was painted with a light blue color.

The 1969-model Cessna 210J, was a single-engine high wing all metal airplane featuring a retractable tricycle landing gear and a constant speed propeller. According to maintenance records, the Cessna 210J, serial number 21059129, had undergone its most recent annual inspection on March 4, 2002. At the time of the inspection records indicate the airplane had a total airframe time of 2,818 hours, with the engine having accumulated a total of 575 hours since its last overhaul. At the time of the accident the flight was operating in accordance with 14 CFR 91.203(b), Federal Aviation Administration Special Flight Permit, authorizing the flight to be flown from Grove Field (1W1), Camas, Washington, to the Renton Municipal Airport (RNT), Renton, Washington. The Special Flight Permit, issued on May 13, 2004, and valid until May 30, 2004, was for maintenance purposes. The airplane was painted white with alternating red and black stripes running the full length of the airplane on both sides, parallel to the longitudinal axis of the aircraft. Both wingtips were painted red. (See photograph #9 for Cessna 210J paint scheme)

Meteorological information

The nearest weather reporting station was located at the Olympia Airport, Olympia, Washington, 14 nautical miles northwest of the accident site. At 2054, observation reported wind calm, visibility 10 statute miles, overcast clouds at 7,500 feet, temperature 15 degrees C, dew point 9 degrees C, and an altimeter setting of 30.00 inches of Mercury.

Wreckage and impact information

Physical evidence as well as paint transfers were consistent with a mid-air collision. A red paint transfer signature, approximately 11 inches in length was observed on the left side of the Cessna 170B's top engine cowling, oriented approximately 30 degrees to the Cessna 170B's longitudinal axis from left to right, and from the rear towards the front. (See photographs #3 and #4) Red paint transfer signatures were also observed on the underside of the Cessna 170B's left wing strut