- Location: Big Creek, Idaho
- Accident Number: WPR24FA215
- Date & Time: June 28, 2024, 17:30 Local
- Registration: N6210A
- Aircraft: Cessna 182
- Aircraft Damage: Substantial
- Defining Event: Collision during takeoff/land
- Injuries: 1 Fatal, 1 Serious
- Flight Conducted Under: Part 91: General aviation - Personal
https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/194573/pdf
https://data.ntsb.gov/Docket?ProjectID=194573
On June 28, 2024, about 1730 mountain daylight time, a Cessna 182 airplane, N6210A, was substantially damaged when it was involved in an accident near Big Creek, Idaho. The pilot was fatally injured, and the pilot-rated passenger was seriously injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.
After reviewing a standard operating procedures (SOP) guide for the airport, which strongly recommended an airport checkout, the pilot and the pilot-rated passenger entered the traffic pattern to land at the back country turf landing strip in the slightly over-gross-weight airplane with a slight tailwind. While on the downwind leg, the pilot used a higher-than-recommended traffic pattern altitude and turned to the base leg earlier than published recommendations. The pilot then maneuvered to make the runway while the concerned pilot-rated passenger asked him if he was going to go around.
The pilot continued the approach and, after flying over most of the runway, initiated a go-around at an altitude below the recommended abort altitude specified in the SOP; at the lowest point of its approach, the airplane was about 10 to 30 ft above ground level (agl). According to the SOP, “Abort altitudes may vary for every type of aircraft and situation. 200-300 ft AFE [agl] is a good altitude for most aircraft.”
During the go-around, the pilot applied power and maneuvered to avoid obstacles; however, the airplane impacted trees and terrain about 1,500 ft southeast of the departure end of the runway. During the go-around, the pilot varied the flap position in a method not detailed in the owner’s manual; benefits of this technique could not be determined by the available data. Engine data monitor (EDM) data indicated that during the go-around, the engine’s speed did not increase to the maximum rpm, despite the maximum manifold pressure being used, which suggests the adjustable propeller may have remained set at a higher-than-desired pitch angle.
The impact with the trees substantially damaged the wings, empennage, and fuselage. Examination revealed no pre-accident mechanical malfunctions or failures with the airplane that would have precluded normal operation.
Postmortem toxicology testing of the pilot detected medications that can cause sedation and psychomotor impairment; however, whether the pilot was impaired at the time of the accident could not be determined from toxicological evidence alone. The pilot-rated passenger reported that the pilot’s skills and decision making seemed fully intact.
- Probable Cause: The pilot’s delayed decision to go around after descending below the recommended abort altitude with a slight tailwind and an over-gross-weight airplane, which resulted in impact with trees and terrain. Contributing to the accident was the pilot’s failure to follow the published guidance for airport operations.
The pilot’s flight logs were not available for review; his flight experience was estimated by a family member. According to the pilot-rated passenger, on the day of the accident the pilot’s skills and decision making were fully intact.
Hmmm...63-year-old pilot on cyclobenzaprine, a muscle relaxant and no-fly medication, who refuses to get a simple checkout into the field, flies over gross weight, and lands with a tailwind. Even his passenger tried to reason with him to no avail, until he managed to kill himself.
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