N27069

HISTORY OF FLIGHT

On July 4, 2002, approximately 0958 Pacific daylight time, a Cessna 335, N27069, registered to and operated by the pilot as a 14 CFR Part 91 personal flight, collided with an open field located about four nautical miles northwest of Tensed, Idaho. Visual meteorological conditions prevailed at the time and no flight plan was filed. The aircraft was substantially damaged and the private pilot and his passenger were fatally injured. The flight originated from Pullman/Moscow Regional Airport, Pullman, Washington, about 20 minutes prior to the accident. Family members reported that the purpose of the flight was a day trip to Sandpoint, Idaho.

Residents in the area of the accident site reported hearing the aircraft overhead and stated that the engine(s) were making a "popping" sound and/or lost power. One witness had observed the aircraft flying in a northerly direction at 5,000 to 7,000 feet. The witness stated that "I spotted the plane I heard a (single) engine stop and the plane dip - loss of altitude - the engine caught and the plane re-gained altitude and turned to the west and headed south." The witness heard an engine stop once again, the aircraft lost altitude and then the engine started and the airplane regained level flight as it continued to the south with the engines running smoothly. None of the witnesses saw the collision, but heard the aircraft hit the ground. The aircraft collided with a soft fallow field on rolling terrain. Wreckage was distributed over the ground for approximately 390 feet.

PERSONNEL INFORMATION

At the time of the accident, the pilot held a private pilot certificate for single and multi-engine aircraft with an instrument rating. Family members were asked to provide the pilot's flight logbook for review, however, to date that information has not been received. At the time of the pilot's last FAA medical examination for a class three medical certificate dated April 18, 2002, the pilot reported a total flight time of 2,500 hours. No waivers or limitations were listed at the time of the medical examination.

The pilot-rated passenger held a private pilot certificate for single-engine aircraft. Federal Aviation Administration airmen and medical records indicated that the passenger held a class three medical certificate dated July 29, 1977. At the time of the examination, the passenger reported a total flight time of 41 hours. Family members reported that the pilot rated passenger only flew as a passenger and had not flown in years as pilot-in-command.

AIRCRAFT INFORMATION

Aircraft documents and maintenance records indicated that the aircraft was manufactured in 1979. The Certificate of Registration for the aircraft was issued to the pilot in October 1980. Maintenance records indicated that both Continental TSIO-520-EB engines were overhauled in April 1997, at a tach time of 1469.2 hours. The last annual/100 hour inspection was accomplished on both the airframe and engines on July 3, 2001, at a tach time of 1547 hours, and 78 hours since engine overhaul. On the day of the accident, the tach time recorded in the aircraft was 1549 hours; 2 hours since the last annual inspection.

METEOROLOGICAL INFORMATION

The nearest weather reporting facility to the accident site was the departure airport at Pullman/Moscow, located 26 nautical miles south of the accident site. The 0953 surface observation reported 10 statute miles visibility with few clouds at 4,100 feet. The temperature was 14 degrees C (57 degrees F). The altimeter setting was 30.08" Hg. The winds were from 230 degrees at 11 knots.

The surface observation at Coeur D'Alene, Idaho, airport located 37 nautical miles north of the accident site reported the weather at 0955, as 10 statute miles visibility with broken clouds at 4,600 feet. The temperature was 14 degrees C (57 degrees F). The altimeter setting was 30.05" Hg. The winds were from 250 degrees at 10 knots.

The surface observation at Spokane, Washington, International Airport, located 37 nautical miles northwest of the accident site reported the weather at 0956, as 10 statute miles visibility with thin scattered clouds at 5,500 feet and scattered clouds at 20,000 feet. The temperature was 15 degrees C (59 degrees F). The altimeter setting was 30.03" Hg. The winds were from 210 degrees at 14 knots.

WRECKAGE AND IMPACT INFORMATION

The wreckage was located in an open fallow field at 47 degrees 11.43 north latitude and 116 degree 59.50 west longitude. The accident site elevation was 2,560 feet. The terrain was rolling and the soil was soft, dry and plowed with no rocks.

The wreckage distribution path from the first ground disturbance to the main fuselage section was measured 110 degrees magnetic. The total length of the wreckage distribution path was measured for 390 feet. (See Wreckage Distribution Attachment, and Damage to Aircraft attachment) Several ground impact craters and ground disturbances described as sliding signatures over the soil were noted throughout the path. These signatures traveled from the first disturbance to 117 feet where a five foot section of the left wing with the auxiliary fuel tank (1) was located. Up to this point only small pieces of debris were noted.

At 126 feet, another section of the left wing with the electric fuel pump (2) attached was found.

At 145 feet, the aft section of the left wing tip tank (3) was located.

At 150 feet and 30 feet left of centerline, the left side propeller assembly (9) was located.

At 159 feet, and ten feet right of centerline, a four foot section of the left wing with the battery attached (4) was located.

At 176 feet, the tail section and empennage (5) was located. This section was positioned inverted. About nine feet of the empennage remained with the horizontal and vertical stabilizers attached. The empennage section was bent over flat to the right side. The left horizontal stabilizer remained attached with no leading edge damage noted. The elevator remained attached at the outboard hinge. The right side horizontal stabilizer remained attached. The outboard three feet was bent upward about 30 degrees and the skin was torn. The elevator remained attached as well as the elevator trim tab. The vertical stabilizer remained attached with the rudder attached at the hinges. The rudder was severely deformed. The trim tab was attached and bent over to the right side. The rudder and elevator cables to include the trim tabs were pulled apart in tension.

Near the tail section, the left side aileron (6) was located. The five foot aileron section separated at the hinges. The trim tab was attached.

At 216 feet, the right engine was located with the propeller assembly attached.

At 249 feet, the center section of the left wing tip fuel tank with red strobe light (7) was located.

At 270 feet, the forward section of the left wing tip fuel tank with fuel cap in place (8) was located.

At 271 feet, a 13-foot section of the main fuselage (11) was located positioned upright. The nose was pointing to 360 degrees. The nose section to include the nose landing gear separated (12) and was located at 289 feet. The cockpit and cabin were intact. The empennage broke off just aft of the main entry door. The section of the left wing from the wing root to the engine nacelle was folded under the fuselage section. The left main landing gear was partially extended. The left flap was in place and severely deformed. The right wing remained attached at the wing root outboard six feet to the engine nacelle. The right engine separated from the firewall. The right main landing gear was retracted in the wheel well. The right flap was attached at the hinges and retracted.

At 300 feet, the outboard 11 feet of the right wing with the tip fuel tank partially attached was located. The aileron remained attached at the inboard hinges. The auxiliary fuel tank was ruptured and an odor of fuel was present.

At 375 feet, the left engine (14) was located.

At 390 feet, the starter motor was located.

MEDICAL AND PATHOLOGICAL INFORMATION

An autopsy was performed on both the pilot and pilot rated passenger by George R. Lindholm, M.D. located in Spokane, Washington. The result of the findings reported that the pilot was "demonstrated to have prominent anterior facial injuries which had resulted in partial tearing of the cerebral peduncles of the brain, such that it is reasonable to certify the cause of death as partial midbrain lacerations due to blunt impact injury to the head." The autopsy report also indicated a prominent area of scarification of the apex of the heart extending to the anterior septal region of the left ventricular myocardium was identified, despite the presence of only mild coronary disease. Family members reported to the Pathologist, and to the NTSB Investigator-in-Charge, that the pilot may have experienced a cardiac event several years ago, but to their knowledge, had recovered completely and not experienced any other problems since.

The Pathologist reported that the pilot rated passenger sustained multiple blunt impact injuries. The cause of death was reported as cervical spinal cord compression due to neck fracture, due to blunt impact injury to the head.

Toxicology performed by Pathology Associates Medical Laboratory reported blood alcohol - negative, and urine drug screen - negative for both the pilot and the pilot rated passenger.

ADDITIONAL INFORMATION

Interviews were conducted with the fueler who fueled the aircraft on July 3, 2002, and the owner of Interstate Aviation, at the Pullman-Moscow Airport. The owner of Interstate Aviation reported that he observed the pilot performing touch-and-go landings on either July 1 or 2. At the completion of the flight, the owner asked the pilot if he needed fuel. The pilot reported that he did not. The owner stated that it had been about six months since he had seen the aircraft or ...