SEA05FA037

Data tracking extracted from the GPS found in the wreckage indicated that the aircraft accomplished several maneuvers of "race track" like turns to "360 degree" turns over the pilot's property at varying altitudes to below 500 feet above ground level and low airspeeds. The surviving passenger stated that the pilot and the front seat passenger were engaged in conversation discussing the property that they were maneuvering over, and felt that the pilot was distracted by the conversation, which was his first priority, and second was commanding the aircraft. On site documentation of the wreckage indicated that the aircraft collided with the flat open terrain in a nose down and left wing low attitude with the landing gear extended and the flaps extended to about 30 degrees. Post accident inspection of the airframe and engine did not reveal evidence of a mechanical failure or malfunction.

History of flight

On January 18, 2005, about 1650 mountain standard time, an Aero Commander AC200D (Meyers), N49J, owned and flown by the pilot as a 14 CFR Part 91 personal flight, collided with flat open terrain located about five miles south of Hatch, Utah. Visual meteorological conditions prevailed at the time and no flight plan was filed. The aircraft was substantially damaged and the private pilot and one passenger were fatally injured. The second passenger was seriously injured. The flight departed from Provo, Utah, about two hours prior to the accident.

A witness reported that the aircraft was observed maneuvering over the golf course and the pilot's property shortly before the accident.

The surviving passenger who was seated in the right rear seat reported that the purpose of the flight was to have the pilot fly he and his business partner, the passenger in the right front seat, over the pilot's property and golf course. The passenger recalls that the pilot landed at Provo about 1400. The three then had a conversation in the airport pilot lounge for about 30 minutes getting to know each other and to discuss the flight and property that they were going to see. The flight then took off and followed Highway 89 southbound toward Hatch. While en route, the three were talking about another project that the passengers were working on in the Saint George, Utah, area. The three then decided to fly down to Saint George first before going to Hatch. After viewing the property in Saint George, the flight then continued northbound back to Hatch. The passenger stated that he recalled when they arrived at the pilot's golf course they made two complete turns over the property. This is all the passenger could recall before waking up in the hospital.

Further questioning of the passenger revealed that he did not recall any performance problems with the aircraft during the flight. He also stated that the three of them had on head-sets so that all could hear and talk with one another. The passenger stated that the conversation was mostly between the pilot and his business partner while he took pictures from the back seat. The passenger stated that in his opinion he felt that the pilot was distracted by the conversation, which was his first priority, and second was commanding the aircraft.

Personnel information

At the time of the accident, the pilot held a private pilot certificate for single-engine land aircraft. A review of the pilot's flight logbook indicated a total flight time of approximately 551 hours in all aircraft, with 463 hours as pilot-in-command. A total flight time in the make and model aircraft involved in the accident was approximately 155 hours.

A flight review was satisfactorily accomplished in the AC200D, N49J, on August 3, 2004.

The pilot held a Class III medical certificate issued on May 4, 2004. No waivers or limitations were listed.

Aircraft information

Maintenance records indicated that an Annual Inspection was accomplished on February 13, 2004. The pilot purchased the aircraft sometime around May of 2004. At the time of the purchase, the aircraft was equipped with an IO-520-A engine. Due to a crack that was found in the crankcase in September 2004, the engine was replaced with an IO-520-FCA engine, s/n: 168202-7-F in November 2004.

At the time of the accident the engine had accumulated approximately 73.5 hours since installation. Maintenance write-ups indicated two oil changes. The aircraft total time was 3,678 hours.

Meteorological information

At 1653, the Bryce Canyon Airport (BCE), located 15 nautical miles northeast of the accident site was reporting clear skies with 10 miles visibility. The temperature was 28 degrees F, and the dewpoint was 20 degrees F. The wind was calm. The altimeter setting was 30.48" Hg.

At 1653, the Cedar City Airport (CDC), located 32 nautical miles west of the accident site was reporting clear skies with 10 miles visibility. The temperature was 48 degrees F, and the dewpoint was 34 degrees F. The wind was from 100 degrees at three knots. The altimeter setting was 30.46" Hg.

Wreckage and impact information

An on site investigation was conducted on January 19, 2005, by investigators from the National Transportation Safety Board and the Federal Aviation Administration.

The accident site was located at latitude 37 degrees 35.091 minutes north, longitude 112 degrees 26.925 minutes west at an elevation of 7,100 feet. The terrain was level and covered with low brush and rocks. About two feet of snow covered the area.

The first indication of ground impact was noted to a four foot high bush that was broken and bent over. Following the bush impact, a 19 foot by six foot ground impact crater was noted. Fragments of paint chips were noted in the snow and soil. The main wreckage was located on a magnetic heading of 100 degrees at a distance of 82 feet from the bush. The aircraft was laying on its belly, with the nose pointing to 40 degrees. Both wings remained attached to the wing roots. The empennage was bent over to the left side with the aft end of the fuselage structure torn open exposing the interior control cables and push-pull tubing. The top of the cabin area had been removed by rescue personnel in order to extricate the occupants.

The left wing displayed a leading edge rearward crush the entire length. The top of the wing structure material was wrinkled from the leading edge to the outboard trailing edge on an approximate 35 degree angle. Both the flap and aileron remained attached to their respective hinges. The flap appeared to be extended about 30 degrees.

The right wing displayed a leading edge crush from the wing root to about 64 inches outboard. A 24 inch section was pushed aft. Both the flap and aileron remained attached to their respective hinges. The flap appeared extended about 30 degrees.

The empennage control surfaces remained attached to their respective hinges. Control continuity was verified from the aft end attach points, forward to the cabin area.

The propeller hub assembly separated from the crankshaft at the flange. One propeller blade separated from the hub and was located about 30 feet south of the main wreckage. The blade displayed an "S" bending signature. The second blade, which was still attached to the broken and cracked hub, was found a few feet in front of the main wreckage. The blade was loose in the hub and displayed severe "S" bending with the tip of the blade torn away. Chordwise scoring was noted to the blade surface.

Medical and pathological information

Autopsy was performed by the Office of the Medical Examiner - State of Utah, Salt Lake City, Utah. The pilot's cause of death was reported as, "Blunt Force Injuries to the Head, Torso, and Extremities."

Samples were sent to the Federal Aviation Administration Civil Aeromedical Institute, Oklahoma City, Oklahoma, for analysis. A toxicology examination was negative for all tested substances.

Additional information

An engine teardown inspection was conducted on January 31, 2005, at Spanish Fork Flying Service, Spanish Fork, Utah, by investigators from the National Transportation Safety Board, Federal Aviation Administration and Teledyne Continental Motors.

The engine, to include hoses wires and cables, had been removed and disconnected from the firewall during the wreckage recovery and preparation for engine inspection and teardown. The nose gear remained jammed up into the bottom of the engine and was subsequently removed. The propeller had been stripped from the mounting bolts during the accident sequence. The bottom front of the crankcase was broken back. The bottom of the engine displayed extensive impact damage which crushed the oil sump up into the engine. The camshaft drive gear was bent. The starter was broken from the mount. The mixture lever was found at mid-range and the lev