N210CT

HISTORY OF FLIGHT

On December 4, 2002, at 1747 central standard time, a single-engine Cessna 210L airplane, N210CT, operating as Flight Express 714 (FLX 714), was destroyed following an in-flight breakup during initial climb after takeoff from runway 36 at Boone County Airport (HRO), near Harrison, Arkansas. The instrument-rated commercial pilot, who was the sole occupant of the airplane, was fatally injured. The airplane was owned and operated by Flight Express, Inc., of Orlando, Florida. An instrument flight rules (IFR) flight plan was filed and dark night instrument meteorological conditions prevailed the Title 14 Code of Federal Regulations Part 135 cargo flight. The 60-nautical mile flight's intended destination was the Springfield-Branson Regional Airport (SGF), near Springfield, Missouri.

According to company records, the airplane arrived at Harrison approximately 1732 on a daily scheduled flight to pick up cargo (cancelled checks and other banking documents). The flight was reported to be running behind schedule due to inclement weather, as it had been scheduled to arrive at 1630. The operator reported that Flight Express, as well as the bank being serviced, track all their flights through a contract with Flight Watch, which is a computerized monitoring software program. A bank employee watched the accident airplane on Flight Watch. He observed the airplane make a departure to the North, and then a few minutes later, make a right turn back toward the airport. According to the operator, the airplane initially departed from St. Louis, Missouri (home base), made an intermediate stop at the Springdale Airport where some cargo was picked up, and then an intermediate stop at Harrison. After Harrison, the airplane was scheduled for an intermediate stop at Springfield, Missouri, and then return to St. Louis, Missouri, to remain overnight.

A witness, who worked at the airport, asked the pilot if he needed fuel, and the pilot said, "no." The witness then observed the pilot load and secure three bags of cargo. The witness recalled that there were four or five bags of cargo already in the airplane. The witness stated, "I do remember that he did go in and check the weather on the computer before he left. I did not see him do a preflight, and he departed the lobby a minute or two before 1740. I did hear the engine run and it appeared normal. I did not suspect a problem." The witness further stated that there was light snow, but no rain, when the pilot took off. He reported that the ceiling was broken at 1,300 to 1,400 feet, and he could not recall the temperature.

Another witness, who was an instrument-rated commercial pilot and resided about a mile east of the airport, reported that his wife observed the airplane depart the airport, and he only heard the sound of the airplane on climb out. The witness stated that the engine sounded like it was developing full power and he could tell that the airplane was climbing. He added that the engine "sounded great" until the pitch of the engine appeared to overspeed followed by two "long scraping sounds." The witness then called Flight Service Station to report what he heard. The witness added that "very light and dry snow" was falling at the time of the accident.

According to information provided by air traffic control (ATC), the pilot obtained an IFR clearance from HRO to SGF. His instructions were to proceed direct to SGF and to climb and maintain 4,000 feet, with transponder code "one seven one seven". The flight departed from runway 36, and was reported airborne at 1746, and no further communications were received from the flight.

The main wreckage was found in a residential area, about 2.53 nautical miles (2.91 statute) from the departure end of runway 36 at HRO (northeast of the airport).

PERSONNEL INFORMATION

The pilot was employed by Flight Express since January, 2001. He held an FAA commercial pilot certificate with ratings for single-engine, multi-engine, and instrument airplane. According to company records at the time of hire, the pilot reported 1,620 hours of total flight time, of which 61 hours were at night, and 276 hours were in instrument conditions. At the time of the accident, the operator estimated that the pilot had accumulated a total of 3,456 hours, of which 1,700 hours were flown in the Cessna 210 aircraft. The pilot was based at St. Louis, Missouri, which was one of 5 maintenance bases utilized by the operator. The pilot's most recent FAA medical examination was completed on August 17, 2002, and was issued a first-class medical certificate without any waivers or limitations.

According to flight time summaries provided by the operator, the pilot typically flew an average of 4.5 hours per day, 5 days a week. His typical duty day went from 0530 when he reported to work, to about 1900 when he was released from work. The pilot completed the required 7.5 hours of flight training as part of his initial training on February 9, 2001. All of the flight time was completed in the Cessna 210 aircraft. His most recent Part 135-required IFR and PIC check-ride was successfully completed on August 24, 2002.

AIRCRAFT INFORMATION

The standard category airplane was manufactured by Cessna Aircraft in Wichita, Kansas, in 1974, and assigned serial number 210-60356. The airplane was reported to have been registered to the current owner on December 21, 1998. The operator reported that the airplane had accumulated a total of 6,245 hours. The last inspection performed was an 100-hour (propeller/engine) inspection, which was completed on November 12, 2002, at 5,689.9 hours. The most recent annual inspection was completed on June 24, 2002, at 5,391.4 hours.

The airplane was powered by a 310-horsepower Continental IO-550-P3B engine, serial number 821031-R. The engine was remanufactured at the Continental Factory at Mobile, AL, on May 03, 2002, and installed on the airframe on November 12, 2002, at 5,689.1 hours (1,149.5 hours tach.). According to the maintenance records, the engine, which has a 2,000-hour TBO, had accumulated a total of 45.3 hours at the time of the accident. A 3-bladed Hartzell Propeller, model PHC-J3YF-1RF, part number FP1335B, was installed on June 12, 2001, following its last overhaul on April 23, 2001. The propeller blades were equipped with an electrical anti-icing system, which was reported to be operational at the time of the accident.

The airplane was equipped for day, night, and instrument operations. The airplane was equipped with the proper de-ice and anti-icing systems for the flight, including an approved full-span leading edge anti-icing system known as the TKS ice protection system (ethylene glycol weep system), which was installed on November 13, 1998. The airplane was also equipped with a standby vacuum system and a standby alternator system. The certified maximum gross weight for the airplane was 3,800 pounds. The operator reported that the airplane had a useful load of about 1,000 pounds. The actual empty weight of the airplane is not known. A portable (bathroom-type) scale was found with the wreckage.

A review of the maintenance records for the airplane by the FAA inspector and the NTSB Investigator-in-Charge did not reveal overdue maintenance inspections or discrepancies. All time change components (engine, propeller, and propeller governor) were found well within limits.

The operator reported that Flight Express operates a nationwide fleet of about 100 aircraft, with an estimated annual flying program of 72,000 hours. The accident airplane was one of 64 Cessna 210's that his company operates, with the balance of his fleet being an assorted models of Beech airplanes. Maintenance for their fleet is provided in five locations: St.Louis, MO; Orlando, FL; Cincinatti, OH; Nashville, TN; and Tampa, FL..

METEOROLOGICAL INFORMATION

At 1753 (16 minutes after the accident), the automated weather observing system at HRO reported winds from 350 degrees at 4 knots, visibility 2.5 statute miles in light snow and mist (BR), few clouds at 800 feet, a broken ceiling at 1,800 feet, an overcast sky at 2,700 feet, temperature 27 degrees Fahrenheit, dew point 25 degrees Fahrenheit, and a barometric pressure setting of 30.14 inches of Mercury.

There were no reports of convective activity within 200-mile radius of the airport. According to the U.S. Naval Observatory, sunset occurred at 1658, and the end of civil twilight occurred at 1726.

Using a field elevation of 1,365 feet, a barometric pressure setting of 30.14, and a temperature of 27 degrees Fahrenheit, the Investigator-in-Charge estimated the pressure altitude at 1,163 feet and the density altitude at minus 651 feet.

AERODROME INFORMATION

There were 5 published instrument approaches to the HRO airport. The approaches were: ILS/DME RWY 36 approach; NDB RWY 18 approach; NDB-B approach; VOR-A approach; and a GPS RWY 18 approach. The published instrument departure procedures for runway 36 at HRO are as follows: Eastbound on V-140, climb on course. All others, climb on runway heading to 1,800 feet, then climbing left turn direct HRO VOR/DME, then via assigned route.

The HRO VOR/DME, which is located 4.4 nautical miles northwest of the airport (316 degrees), was out of service at the time of the accident. The pilot was aware of this condition, as he discussed his departure procedures with ATC after obtaining his IFR clearance for the flight. He was instructed to fly direct to SGF (approximately 350 degrees) following departure from runway 36.

WRECKAGE AND IMPACT INFORMATION

The wreckage of the airplane was found fragmented along the ground for approximately 2,534 feet on a linear path centered on a northerly heading (009-degree magnetic). The main wreckage, which consisted of the engine, with the 3-bladed propeller still attached, the main fuselage (cockpit and cabin), the tail cone, the vertical stabilizer and rud...