CEN21LA030 · Cessna 210

The instrument-rated pilot had recently purchased the accident airplane, which was not equipped for icing conditions, and was in the process of flying it back to his home base. During the first flight after purchase, he flew at 11,000 ft and was reportedly sick during and after the flight. The pilot was sick and miserable all weekend with symptoms to include queasiness, fatigue, dizziness, and a general malaise. Following a discussion with friends regarding the forecast icing conditions along the route, the pilot departed for his destination airport. While en route, the pilot requested from air traffic control permission to divert to another airport “for fuel considerations” and stated that he had been flying in instrument meteorological conditions (IMC) for a while. The controller directed the pilot to an instrument approach fix but the pilot did not intercept the fix in time, so the controller rerouted him to the east to attempt the approach from the other side. At this time, the pilot would have been in icing conditions, but he did not express concern to the controller. During the approach, the pilot stated that he was experiencing “freezing rain”, but he continued the approach. Based on the airplane’s flightpath it is likely that the autopilot was engaged. The airplane’s flight track revealed that after the airplane passed the final approach fix the airspeed decreased below 50 knots and the airplane made a sharp left descending turn. The airplane impacted the ground behind a residence and a postimpact fire consumed a majority of the fuselage. Available weather data revealed that the airplane was in IMC, icing conditions, and likely encountered supercooled liquid droplets during the flight. These conditions would have created an environment favorable for structural icing. A review of the pilot’s flight planning account revealed that he had requested a weather briefing and would have had access to the most accurate and updated weather information. The pilot reported to his girlfriend that he “wanted to beat the weather” on the day of the accident. This statement is consistent with the pilot’s self-induced pressure to complete the flight due to the incoming adverse weather conditions. A postaccident examination of the airplane revealed thick chunks of ice on and near the leading edges of the airplane that were consistent with structural ice. While the pilot reported an autopilot issue, it is likely that the airplane had accumulated enough structural ice that the autopilot had difficulty functioning properly. Based on the evidence, the accident is consistent with the pilot not able to maintain control of the airplane. The examination revealed that the cabin air heat exchanger had preaccident cracking, which allowed exhausts gases to mix with the cabin air. Based on the condition of the exhaust system and heat exchanger, it is likely that the system was not adequately inspected during the last annual inspection. The pilot’s toxicology revealed an elevated carboxyhemoglobin level. It is likely that the pilot was impaired by the effects of carbon monoxide poisoning and this impairment contributed to the pilot’s overall confusion, willingness to continue flight in icing conditions, and to the circumstances of the accident.

Verbatim NTSB analysis and probable cause from the NTSB dataset