N68640

HISTORY OF FLIGHTOn April 2, 2018, at an unknown time, a Cessna 210A airplane, N68640, impacted mountainous terrain 5 miles west of Alma, Colorado. The pilot was fatally injured. The airplane was substantially damaged. Visual meteorological conditions prevailed at the time of the accident. The flight was conducted under the provisions of Title 14 Code of Federal Regulations Part 91 without a flight plan. The flight departed Erie Municipal Airport (KEIK) Erie, Colorado, about 0815 mountain daylight time, and was en route to Richmond Municipal Airport (KRIF) Richmond, Utah.

The evening before the accident, one witness assisted the pilot with pushing his airplane back onto the taxiway after the left brake locked up. The pilot and witness had a short discussion about how neither the pilot nor his airplane had flown in over a year.

Also, on the evening before the accident, the pilot called a tow truck company around 1900, and requested assistance with his airplane. The pilot told the tow truck driver, who responded to the airport, that he hit the wrong lever and the nose landing gear collapsed. The tow truck driver stated that the pilot placed a soft strap around the fuselage/cowling, and the tow truck driver helped him lift the airplane. The tow truck driver did not see any visible fuselage or cowling damage. The pilot told the tow truck driver that he was going to have a mechanic look at it the next morning.

The pilot's brother dropped the pilot off at KEIK the morning of the accident. The brother planned to drive to Utah and meet the pilot at KRIF that afternoon. An Airframe and Powerplant mechanic at KRIF spoke briefly with the pilot that morning about 0815 and understood the pilot was departing at that time. The witness who had helped the pilot the night before saw the pilot conduct a long engine run up, about 15 minutes in duration. The airplane then departed.

When the pilot's brother arrived at KRIF, neither the airport manager nor the mechanic had seen the pilot or the airplane at KRIF.

The airplane was subsequently reported missing and an ALNOT was issued at 1702. Search efforts found primary radar targets and cellular telephone triangulation data, consistent with the accident flight, as late as 0932 on the day of the accident. The exact route of flight and altitudes could not be determined. Search efforts were suspended indefinitely on April 6, 2018, due to inclement weather conditions in the search area. The wreckage was found by hikers on July 13, 2018. PERSONNEL INFORMATIONThe pilot's flight logbook was not located during the investigation. On the pilot's most recent medical certificate application, dated June 27, 2006, the pilot reported 650 total hours of flight time, 30 hours of which were recorded in the previous 6 months. The pilot's brother estimated that it had been at least 2 years since the pilot had flown.

According to Federal Aviation Administration (FAA) airman records, an Emergency Order of Suspension was issued on July 22, 2014, for violation of Federal Aviation Regulations including operating as pilot-in-command without a valid medical certificate, deviation from air traffic control clearances, and airspace violations. The suspension of the pilot's private pilot certificate became final on August 18, 2014; according to these records, the pilot did not surrender the certificate or respond to the FAA during their investigation. AIRCRAFT INFORMATIONSome maintenance records were located with the wreckage of the airplane, to include an airframe logbook, a current engine logbook, various FAA Form 337 records, engineering drawings, Supplemental Type Certificate documents, and invoices. All the located records were damaged by impact and exposure to moisture, and some records were saturated in fuel and oil. The airframe logbook contained entries between 1968 and 1976. The most recent maintenance entry in the engine logbook was dated February 3, 2014, and detailed the maintenance performed for a 100-hour and annual inspection. The tachometer time was recorded as 1,649.78 hours, and the time since major overhaul was recorded as 667.98 hours. No other maintenance records were located. The tachometer time at the time of the accident was not determined.

According to the airport manager at KEIK, the pilot had rented a tie-down spot at the airport in March 2014 and moved his airplane there. The airport manager was not aware of the airplane ever moving after that, although he stated it was possible that it flew at times when he was not working at the airport. About a year before to the accident the pilot's daughter contacted the airport manager regarding selling the airplane. A pre-purchase inspection was conducted at the request of one potential buyer; however, it was determined that due to the extensive repair work needed on the airplane, it would be best to sell the airplane for salvage or "as is." The details of the inspection are included in the public docket for this investigation.

The pilot's brother stated that the pilot worked on the airplane for several days before the accident flight to clean and prepare the airplane for the flight; however, he was not aware of specifics regarding the work or maintenance completed. The pilot flew the airplane the night before the accident and conducted 4 touch and go landings. The brother watched the flight from the ground and stated that the airplane sounded good and that his brother's landings were smooth. According to another family member, due to the landing gear issue on the evening before the accident, the pilot elected to fly with the landing gear down on the accident flight. METEOROLOGICAL INFORMATIONA Senior Meteorologist for the National Transportation Safety Board (NTSB) gathered relevant meteorological data for the day of the accident. This data are available in the public docket for this accident.

The National Weather Service (NWS) Surface Analysis Chart for 0900 depicted a warm front extending north to south over eastern Colorado, with a high-pressure center located over southwest Colorado. A separate low pressure system was located over the Colorado and Utah boarder. The station models depicted generally clear to scattered cloud cover over the region with temperatures around 40°Fahrenheit (F) over the higher terrain, and around 60° F over eastern Colorado and Utah. No significant weather or precipitation was reported over the route of flight.

The Denver upper air sounding wind and thermal profile indicated favorable conditions for mountain wave conditions with a primary wave at 9,000 ft capable of producing moderate-to-severe turbulence with a maximum vertical velocity of 928 ft per minute.

The Geostationary Operational Environmental Satellite (GOES)-15, taken at 0845, depicted some low to mid-level clouds in the vicinity of the accident site, with several well-defined cirrocumulus standing lenticular (CCSL) clouds surrounding the accident site. The CCSL clouds indicate orographic or mountain wave activity over that region at that time. The GOES-15 water vapor imagery, taken at 0845, depicted moisture channel darkening, which indicated descending air flow and evaporation, which were then marked by rising air, and clouds, which further defined mountain wave conditions and potential turbulence over the region.

The closest official weather observation station was Lake County Airport (KLXV), Leadville, Colorado, located 7 nautical miles west of the accident site at an elevation of 9,924 ft. The routine aviation weather report (METAR) for KLXV, issued at 0953 reported, wind 280° at 14 knots, gusting to 25 knots, visibility 10 miles, clear skies below 12,000 ft, clear, temperature 6° Celsius (C), dewpoint temperature -12° C, altimeter 29.79 inches of mercury (Hg).

The METAR taken at Copper Mountain, Red Cliff Pass (KCCU), located 12 nautical miles north of the accident site at an elevation of 12,073 ft, issued at 0936 reported, wind 260° at 25 knots, gusting to 40 knots, visibility 1 ¼ miles in light snow, sky obscured, vertical visibility 700 ft, temperature 1° C, dewpoint temperature -12° C, altimeter 29.84 inches of Hg.

A search of pilot reports (PIREPS) revealed numerous reports of moderate turbulence between the altitudes of 10,000 ft and 16,000 ft on the morning of the accident. One flight crew reported severe turbulence at 30,000 ft and another flight crew reported severe turbulence at 14,000 ft. Several flight crews reported moderate mountain wave with one that reported moderate mountain wave and the inability to hold altitude.

Airmen's Meteorological Information (AIRMET) Tango was valid for the route of flight at the time of the accident for moderate turbulence below 18,000 ft, strong sustained surface winds greater than 30 knots, and low-level wind shear.

A search of official weather briefing sources, such as contract Automated Flight Service Station (AFSS) provider Leidos weather briefings and the Direct User Access Terminal Service (DUATS), was conducted and revealed that the accident pilot did not request a weather briefing through Leidos or DUATS. AIRPORT INFORMATIONSome maintenance records were located with the wreckage of the airplane, to include an airframe logbook, a current engine logbook, various FAA Form 337 records, engineering drawings, Supplemental Type Certificate documents, and invoices. All the located records were damaged by impact and exposure to moisture, and some records were saturated in fuel and oil. The airframe logbook contained entries between 1968 and 1976. The most recent maintenance entry in the engine logbook was dated February 3, 2014, and detailed the maintenance performed for a 100-hour and annual inspection. The tachometer time was recorded as 1,649.78 hours, and the time since major overhaul was recorded as 667.98 hours. No other maintenance records were located. The tachometer time at the time of the accident was not determined.

According to the airport manager at KEIK, the pilot had ren...