SEA08FA116

The Cessna 172N and a Cessna 172 collided in flight over the approach end of the intended runway during day, visual meteorological conditions. The airplanes were destroyed during the collision and postcrash fire. The pilot of the 172N reported that he entered the airport traffic pattern from the northwest and positioned the airplane on the downwind leg of the traffic pattern for the landing runway. After transmitting position reports for each segment of the pattern on the common traffic radio frequency, the pilot turned the airplane onto final approach and proceeded to land. Approximately 30 feet above ground level, prior to touchdown, he maneuvered the airplane into a flare which was immediately followed by the collision. The pilot reported that he was not aware of the other airplane prior to and during the collision sequence. A witness on the ground reported that both airplanes appeared to be on final approach, one above the other. The witness lost sight of the airplanes and shortly thereafter observed a cloud of black smoke near the approach end of the runway. Recorded radar data revealed that the 172N's flight path descended towards the airport from the northwest and turned to adjoin the downwind leg for the landing runway. The airplane then turned onto a base leg for the landing runway, followed by a turn onto the final approach path for the runway. The flight path continued northbound and descended toward the runway. The radar data disclosed that the 172's flight path descended toward the runway from the south consistent with a straight-in approach. The data further indicated that when the 172N was turning onto final approach at 5,600 feet msl, the 172 was at 5,300 msl. The flight path continued northbound and descended toward the runway. Federal Aviation Regulations state that vigilance shall be maintained by each person operating an aircraft so as to see and avoid other aircraft. Postaccident examination disclosed no evidence of any preimpact mechanical anomalies with either airplane.

The Cessna 172N and a Cessna 172 collided in flight over the approach end of the intended runway during day, visual meteorological conditions. The airplanes were destroyed during the collision and postcrash fire. The pilot of the 172N reported that he entered the airport traffic pattern from the northwest and positioned the airplane on the downwind leg of the traffic pattern for the landing runway. After transmitting position reports for each segment of the pattern on the common traffic radio frequency, the pilot turned the airplane onto final approach and proceeded to land. Approximately 30 feet above ground level, prior to touchdown, he maneuvered the airplane into a flare which was immediately followed by the collision. The pilot reported that he was not aware of the other airplane prior to and during the collision sequence. A witness on the ground reported that both airplanes appeared to be on final approach, one above the other. The witness lost sight of the airplanes and shortly thereafter observed a cloud of black smoke near the approach end of the runway. Recorded radar data revealed that the 172N's flight path descended towards the airport from the northwest and turned to adjoin the downwind leg for the landing runway. The airplane then turned onto a base leg for the landing runway, followed by a turn onto the final approach path for the runway. The flight path continued northbound and descended toward the runway. The radar data disclosed that the 172's flight path descended toward the runway from the south consistent with a straight-in approach. The data further indicated that when the 172N was turning onto final approach at 5,600 feet msl, the 172 was at 5,300 msl. The flight path continued northbound and descended toward the runway. Federal Aviation Regulations state that vigilance shall be maintained by each person operating an aircraft so as to see and avoid other aircraft. Postaccident examination disclosed no evidence of any preimpact mechanical anomalies with either airplane.

History of flight

On May 2, 2008, about 1950 mountain daylight time, a Cessna 172N, N75856, and a Cessna 172, N4008F, collided in-flight over the approach end of runway 34 at the McCall Municipal Airport (uncontrolled), McCall, Idaho. Both airplanes were destroyed during the collision sequence and postcrash fire that ensued. N75856's commercial pilot received serious injuries; the passenger sustained minor injuries. Of the four occupants aboard N4008F, the private pilot and two passengers were killed; the third passenger received serious injuries. N75856 was operated by Felts Field Aviation under the provisions of Title 14 Code of Federal Regulation (CFR) Part 91. The visual flight rules (VFR) personal cross-country flight originated from Felts Field Airport in Spokane, Washington, approximately 1 hour and 30 minutes prior to the accident. A VFR flight plan was in effect. N4008F was operated by the owner/pilot under the provisions of Title 14 CFR Part 91. The VFR personal cross-country flight originated from Caldwell Industrial Airport, Caldwell, Idaho, approximately 45 minutes prior to the accident and was returning to McCall where the airplane was based. No flight plan was filed. Day visual meteorological conditions prevailed at the time of the accident.

In a written statement, the pilot of N75856 (172N) reported that he entered the downwind leg of the traffic pattern for runway 34 from a 45-degree angle at 6,500 feet mean sea level (msl). He made a radio traffic call as he adjoined the downwind leg, and reduced engine power when the airplane was abeam the runway identifier numbers. He configured the airplane with 10 degrees of flaps prior to turning onto the base leg and again, transmitted his position over the radio. The pilot turned the airplane onto final approach and conveyed his intention to "land long" over the radio. He further stated that while the airplane was approximately 30 feet above the runway surface he maneuvered the airplane into a flare. Immediately thereafter the collision occurred. The pilot reported that he was not aware of his position relative to the other airplane prior to, and during the collision sequence.

During an interview with a Safety Board investigator, a witness on the ground reported that both airplanes appeared to be on final approach for runway 34, with one above the other; he lost sight of them prior to the collision. The witness added that shortly after loosing sight of the airplanes he observed a cloud of black smoke near the approach end of the runway.

The airplanes came to rest on the west shoulder of runway 34 about 1,737 feet north of the landing threshold. The airplanes sustained extensive fire and impact related damage.

Radar information

Recorded radar data was obtained from the Salt Lake City Air Route Traffic Control Center (ARTCC) using data from the Fossil, Oregon, air route surveillance radar (ARSR) and the Cascade/Boise, Idaho ARSR. Based on the information obtained from both facilities, two radar tracks were indentified and consistent with the anticipated flight paths of the accident airplanes.

A review of the data disclosed that a primary track (transponder code 1200), consistent with that anticipated for N75856, descended towards the airport from the northwest. The radar return then displayed a turn to the south consistent with adjoining onto the downwind leg for runway 34. At 1949:20 the radar return was approximately midfield, southbound, at 5,800 feet mean sea level (msl). At 1949:58 the radar return tracked east, consistent with a base leg for runway 34, and at 1950:08 the radar return associated with the airplane turned north, consistent with a final approach leg for runway 34, at 5,600 feet msl. The radar return continued in a northbound descent toward the runway.

A review of the data disclosed that a primary track (transponder code 1200), consistent with that anticipated for N4008F, descended towards the airport from the south consistent with a straight-in approach for runway 34. At 1949:58 the radar return was at 5,400 feet msl and continued northbound, consistent with a final approach leg for runway 34. At 1950:08 the radar return was at 5,300 msl. The flight path continued northbound and descended toward the runway.

Personnel information

Pilot of N75856

The pilot of N75856, age 30, held a commercial pilot certificate for single-engine land, multi-engine land and instrument airplanes. The pilot held a certified flight instructor certificate (CFI) for single-engine and multi-engine airplanes, and instrument (CFII). The most recent FAA first-class medical certificate was issued to the pilot on July 10, 2007, and contained the limitation that he wear corrective lenses.

The pilot reported that his total aeronautical experience consisted of 478 flight hours; 351 flight hours were accrued in the capacity of pilot- in-command (PIC) and 143 flight hours were obtained in the same make and model as the accident airplane. Approximately 49 hours were accrued during the previous 90 days. The pilot completed a flight review on October 15, 2007.

Pilot of N4008F

The pilot of N4008F, age 52, held a private pilot certificate for single-engine land airplanes. The most recent FAA third-class medical certificate was issued to the pilot on August 29, 2007, and contained the limitation that he must have glasses available for near vision.

No personal flight time records (log books) were located by the Safety Board for the pilot. On an insurance application dated January 28, 2008, the pilot indicated that his total aeronautical experience consisted of 808 flight hours, of which 386 were accrued in the same make and model as the accident airplane. On the application, the pilot indicated that he completed a flight review on February 18, 2008.

Aircraft information

N75856

The Cessna 172N was manufactured in 1977. The high-wing single-engine airplane was equipped with a Lycoming engine, model O-360. The airplane was predominately white with orange and brown accent stripes on each side. According to the pilot, the fuel tanks were filled full prior to the departure from Spokane.

N4008F

The Cessna 172 was manufactured in 1958. The high-wing, single-engine airplane was equipped with a Continental engine, model O-300. The airplane was white with a red and blue stripe on the wing tips and a solid blue color undercarriage. According to family members of the pilot, the fuel tanks were filled full prior to the departure from Caldwell.

Neither airplane was equipped with collision avoidance equipment, nor is such equipment required by the Federal Aviation Administration (FAA).

Both airplanes were equipped with two-way radios. The preaccident frequency selection of the radios could not be determined due to thermal and impact related damage.

Meteorological information

The closest weather observation was recorded at McCall at the time of the accident. The following conditions were reported: winds from 180 degrees at 3 knots, visibility 10 miles, sky condition clear, temperature 41 degrees Fahrenheit, dew point 21 degrees Fahrenheit, altimeter setting 30.08 inches of mercury.

According to U.S. Naval Observatory data, sunset occurred at 2052, and the end of civil twilight was at 2124.

Airport information

McCall Municipal Airport is located in a valley at an elevation of 5,024 feet and is surrounded by rising mountainous terrain. The airport has a hard-surfaced asphalt runway, which constitutes runways 16 and 34 magnetic. Runway 34 is 6,108 feet long, 75 feet wide and is equipped with visual approach slope indicator (VASI).

The Airport/Facility Directory (AFD) contained the following entry in the "Airport Remarks" section for the McCall Airport: "RWY [runway] 16-34 straight in VFR landings prohibited..."

The terrain surrounding the airport was covered by snow, however, the asphalt runway was dry at the time of the accident

History of flight

On May 2, 2008, about 1950 mountain daylight time, a Cessna 172N, N75856, and a Cessna 172, N4008F, collided in-flight over the approach end of runway 34 at the McCall Municipal Airport (uncontrolled), McCall, Idaho. Both airplanes were destroyed during the collision sequence and postcrash fire that ensued. N75856's commercial pilot received serious injuries; the passenger sustained minor injuries. Of the four occupants aboard N4008F, the private pilot and two passengers were killed; the third passenger received serious injuries. N75856 was operated by Felts Field Aviation under the provisions of Title 14 Code of Federal Regulation (CFR) Part 91. The visual flight rules (VFR) personal cross-country flight originated from Felts Field Airport in Spokane, Washington, approximately 1 hour and 30 minutes prior to the accident. A VFR flight plan was in effect. N4008F was operated by the owner/pilot under the provisions of Title 14 CFR Part 91. The VFR personal cross-country flight originated from Caldwell Industrial Airport, Caldwell, Idaho, approximately 45 minutes prior to the accident and was returning to McCall where the airplane was based. No flight plan was filed. Day visual meteorological conditions prevailed at the time of the accident.

In a written statement, the pilot of N75856 (172N) reported that he entered the downwind leg of the traffic pattern for runway 34 from a 45-degree angle at 6,500 feet mean sea level (msl). He made a radio traffic call as he adjoined the downwind leg, and reduced engine power when the airplane was abeam the runway identifier numbers. He configured the airplane with 10 degrees of flaps prior to turning onto the base leg and again, transmitted his position over the radio. The pilot turned the airplane onto final approach and conveyed his intention to "land long" over the radio. He further stated that while the airplane was approximately 30 feet above the runway surface he maneuvered the airplane into a flare. Immediately thereafter the collision occurred. The pilot reported that he was not aware of his position relative to the other airplane prior to, and during the collision sequence.

During an interview with a Safety Board investigator, a witness on the ground reported that both airplanes appeared to be on final approach for runway 34, with one above the other; he lost sight of them prior to the collision. The witness added that shortly after loosing sight of the airplanes he observed a cloud of black smoke near the approach end of the runway.

The airplanes came to rest on the west shoulder of runway 34 about 1,737 feet north of the landing threshold. The airplanes sustained extensive fire and impact related damage.

Radar information

Recorded radar data was obtained from the Salt Lake City Air Route Traffic Control Center (ARTCC) using data from the Fossil, Oregon, air route surveillance radar (ARSR) and the Cascade/Boise, Idaho ARSR. Based on the information obtained from both facilities, two radar tracks were indentified and consistent with the anticipated flight paths of the accident airplanes.

A review of the data disclosed that a primary track (transponder code 1200), consistent with that anticipated for N75856, descended towards the airport from the northwest. The radar return then displayed a turn to the south consistent with adjoining onto the downwind leg for runway 34. At 1949:20 the radar return was approximately midfield, southbound, at 5,800 feet mean sea level (msl). At 1949:58 the radar return tracked east, consistent with a base leg for runway 34, and at 1950:08 the radar return associated with the airplane turned north, consistent with a final approach leg for runway 34, at 5,600 feet msl. The radar return continued in a northbound descent toward the runway.

A review of the data disclosed that a primary track (transponder code 1200), consistent with that anticipated for N4008F, descended towards the airport from the south consistent with a straight-in approach for runway 34. At 1949:58 the radar return was at 5,400 feet msl and continued northbound, consistent with a final approach leg for runway 34. At 1950:08 the radar return was at 5,300 msl. The flight path continued northbound and descended toward the runway.

Personnel information

Pilot of N75856

The pilot of N75856, age 30, held a commercial pilot certificate for single-engine land, multi-engine land and instrument airplanes. The pilot held a certified flight instructor certificate (CFI) for single-engine and multi-engine airplanes, and instrument (CFII). The most recent FAA first-class medical certificate was issued to the pilot on July 10, 2007, and contained the limitation that he wear corrective lenses.

The pilot reported that his total aeronautical experience consisted of 478 flight hours; 351 flight hours were accrued in the capacity of pilot- in-command (PIC) and 143 flight hours were obtained in the same make and model as the accident airplane. Approximately 49 hours were accrued during the previous 90 days. The pilot completed a flight review on October 15, 2007.

Pilot of N4008F

The pilot of N4008F, age 52, held a private pilot certificate for single-engine land airplanes. The most recent FAA third-class medical certificate was issued to the pilot on August 29, 2007, and contained the limitation that he must have glasses available for near vision.

No personal flight time records (log books) were located by the Safety Board for the pilot. On an insurance application dated January 28, 2008, the pilot indicated that his total aeronautical experience consisted of 808 flight hours, of which 386 were accrued in the same make and model as the accident airplane. On the application, the pilot indicated that he completed a flight review on February 18, 2008.

Aircraft information

N75856

The Cessna 172N was manufactured in 1977. The high-wing single-engine airplane was equipped with a Lycoming engine, model O-360. The airplane was predominately white with orange and brown accent stripes on each side. According to the pilot, the fuel tanks were filled full prior to the departure from Spokane.

N4008F

The Cessna 172 was manufactured in 1958. The high-wing, single-engine airplane was equipped with a Continental engine, model O-300. The airplane was white with a red and blue stripe on the wing tips and a solid blue color undercarriage. According to family members of the pilot, the fuel tanks were filled full prior to the departure from Caldwell.

Neither airplane was equipped with collision avoidance equipment, nor is such equipment required by the Federal Aviation Administration (FAA).

Both airplanes were equipped with two-way radios. The preaccident frequency selection of the radios could not be determined due to thermal and impact related damage.

Meteorological information

The closest weather observation was recorded at McCall at the time of the accident. The following conditions were reported: winds from 180 degrees at 3 knots, visibility 10 miles, sky condition clear, temperature 41 degrees Fahrenheit, dew point 21 degrees Fahrenheit, altimeter setting 30.08 inches of mercury.

According to U.S. Naval Observatory data, sunset occurred at 2052, and the end of civil twilight was at 2124.

Airport information

McCall Municipal Airport is located in a valley at an elevation of 5,024 feet and is surrounded by rising mountainous terrain. The airport has a hard-surfaced asphalt runway, which constitutes runways 16 and 34 magnetic. Runway 34 is 6,108 feet long, 75 feet wide and is equipped with visual approach slope indicator (VASI).

The Airport/Facility Directory (AFD) contained the following entry in the "Airport Remarks" section for the McCall Airport: "RWY [runway] 16-34 straight in VFR landings prohibited..."

The terrain surrounding the airport was covered by snow, however, the asphalt runway was dry at the time of the accident