N76856

HISTORY OF FLIGHTOn March 9, 2014, about 1500 Pacific daylight time, the wreckage of a Cessna 120, N76856, was noticed by a pilot overflying mountainous terrain about 6 miles southeast of Carson City airport (CXP), Carson City, Nevada. The pilot notified the Carson City Sheriffs Office, and a ground team accessed the wreckage about 1600 that same day. They determined the identity of the airplane, and that the sole person on board had received fatal injuries. That person was subsequently identified as a private pilot who was the registered owner of the airplane. The personal flight was conducted under the provisions of Title 14 Code of Federal Regulations Part 91, and no FAA flight plan was filed for the flight. Neither the day or time of the departure, nor the day or time of the accident, were able to be determined with certainty.

According to the pilot's girlfriend, the airplane was based at Farias Wheel airport (NV33) Smith Valley, Nevada, and the pilot had flown to CXP on March 8 for some shopping errands. The girlfriend's last communication from the pilot was a text message from him at 1538 on March 8. Because the pilot occasionally remained overnight at CXP, his girlfriend did not report the airplane missing until the next day, March 9, at about the same time that the overflying pilot spotted the wreckage.

On scene and subsequent examination of the wreckage revealed that airplane damage and ground scars were consistent with a steeply-descending flight path in a steep nose-down attitude, and that the engine was developing power at the time of impact. PERSONNEL INFORMATIONFederal Aviation Administration (FAA) records indicated that the pilot, age 59, held a flight instructor certificate with single and multi-engine, instrument airplane, ratings. His most recent flight review was completed in April 2013, and his most recent FAA second-class medical certificate was issued in November 2013. His most recent pilot logbook entry was dated March 2, 2014. Review of his logbook entries indicated that as of that date, the pilot had accumulated a total flight experience of 4,907.2 hours, including about 3,150 hours in single-engine airplanes. AIRCRAFT INFORMATIONAccording to FAA information, the high-wing, taildragger-configuration airplane was manufactured in 1946. It was equipped with a Continental Motors C-85 series engine with a rated output of 85 horsepower. The airplane was purchased by the pilot in June 2012.

The maintenance records indicated that the most recent annual inspection was completed on June 2, 2013, when the airplane had a total time (TT) in service of 5,492.27 hours and an unspecified hour meter indicated 3,599.66 hours. Review of the available records did not indicate any unusual or uncorrected items.

The airplane was not equipped with a stall warning system or any navigation radios. A partially completed FAA Form 337, filed with the FAA records division in Oklahoma City, indicated that seats from a Cessna 150 were installed in the airplane in 1987, but that installation was not properly approved by the FAA. There was no evidence consistent with those seats adversely affecting either the flight, or the survivability aspects of the accident.

At the time of the accident, the pilot had the airplane for sale, and several advertisement postings for the airplane were located in the airplane and on the internet. METEOROLOGICAL INFORMATIONThe date and time of the accident were not able to be positively established. The CXP conditions from local noon to sunset on March 8 included clear skies, with winds from the east at 10 knots or below. Temperatures during that period ranged between 10 and 17 degrees C.

A Pilatus PC-7 pilot reported that about 1245 on March 8, while inbound to CXP in the vicinity of the accident site, and at an altitude of about 1,000 feet above ground, he encountered turbulence conditions that were "really bumpy," as well as a significant up- and down- draft.

According to the United States Naval Observatory, sunset at the accident site occurred at 1759 on March 8. AIRPORT INFORMATIONAccording to FAA information, the high-wing, taildragger-configuration airplane was manufactured in 1946. It was equipped with a Continental Motors C-85 series engine with a rated output of 85 horsepower. The airplane was purchased by the pilot in June 2012.

The maintenance records indicated that the most recent annual inspection was completed on June 2, 2013, when the airplane had a total time (TT) in service of 5,492.27 hours and an unspecified hour meter indicated 3,599.66 hours. Review of the available records did not indicate any unusual or uncorrected items.

The airplane was not equipped with a stall warning system or any navigation radios. A partially completed FAA Form 337, filed with the FAA records division in Oklahoma City, indicated that seats from a Cessna 150 were installed in the airplane in 1987, but that installation was not properly approved by the FAA. There was no evidence consistent with those seats adversely affecting either the flight, or the survivability aspects of the accident.

At the time of the accident, the pilot had the airplane for sale, and several advertisement postings for the airplane were located in the airplane and on the internet. WRECKAGE AND IMPACT INFORMATIONThe impact site was at an elevation of about 6,200 feet msl, 6 miles, on a magnetic bearing of 131 degrees, from CXP. The site was near the eastern (higher, narrower) end of an approximately east-west valley in the mountain range that separated the origin and destination airports; the valley widened and descended to the west. Terrain to the north, east, and south of the accident site was all higher than the impact site. The surrounding terrain was mostly covered by vegetation, with a mix of trees and low scrub. The wreckage was situated on a partially-vegetated sandy slope, with an incline of about 30 degrees, and a downslope direction of 160 degrees magnetic.

The wreckage was tightly contained, and the airplane orientation was right side up. The fuselage was aligned on a magnetic heading of about 312 degrees, which was essentially opposite the heading required for a flight directly to the pilot's home airport, his presumed destination. All major components were accounted for at accident site.

The airplane was constructed with an all-metal fuselage, with fabric-covered wings and empennage. The fuselage was extensively crushed in the up and aft direction until just aft of cabin. The engine intruded aft into the cabin/cockpit, and the instrument panel was severely deformed. The occupiable volume of the forward cockpit had been reduced to about 40 percent of its original value. First responders reported that the pilot had to be cut out of his four-point restraint system; all buckles/ends were secured. There was no evidence of airplane rotation (spin) at impact. There was no structural damage to the tailcone/aft fuselage or the empennage.

Both wings remained partially attached to the fuselage. Although still attached to the airplane, the left wing was also entangled in a tree that remained standing, and which was only slightly damaged. The tree damage signatures were consistent with a 50- to 70-degree airplane descent trajectory. The right wing leading edge was crushed aft along its full span. All flight controls remained fully attached to their respective airfoils, except for a portion of the right aileron; that separation was consistent with impact damage. Exclusive of impact damage, flight control continuity was confirmed for each control surface. The elevator trim tab was found in the neutral/faired position

The cockpit fuel/engine primer handle was found in its unlocked and partially extended position, and the FAA inspector who conducted the initial on-scene survey indicated that he had observed it in that condition prior to the recovery of the pilot. The investigation was unable to determine whether the primer was unlocked during the flight, or had become unlocked during the impact sequence. The primer handle was free to move, and could be stowed in its locked position. The primer line was routed to a single jet in the intake manifold, immediately downstream of the carburetor.

Both fuel tanks contained fuel, and both fuel caps were found securely installed. The fuel tested negative for water. The fuel selector valve was found set to the left tank, and found to be unobstructed. Airplane damage precluded full assessment of the fuel system integrity, but no evidence of any pre-impact leaks or other mechanical abnormalities was observed.

Examination of the engine did not reveal any non-impact related evidence of catastrophic failure or other anomalies. The crankshaft was able to be rotated by hand; thumb compression was observed on all four cylinders, and continuity of the valve train was verified. Magneto impulse coupling activation was audible when the crankshaft was rotated, and sparks were observed on all eight ignition leads.

The all-metal, two-blade propeller remained attached to the engine, and the engine remained attached to the airframe. The propeller was almost completely buried in the sandy slope, and bore significant chordwise scouring of its paint. One blade exhibited aft bending and twisting, and the other blade exhibited light "S" bending from mid-span to the tip. All propeller signatures were consistent with powered rotation when the propeller contacted the sand. ADDITIONAL INFORMATIONDate and Time of Accident

Several information sources were utilized in an unsuccessful attempt to positively establish the date and time of the accident. Searches of Federal Aviation Administration (FAA) radio communications and radar data did not reveal any evidence of the accident flight. A non-NTSB examination of Fallon Naval Air Station (NFL) Fallon, Nevada, radar target data did not yield any targets that could be associated with the accident flight.

A receipt from the Carson City Home Depot sto...