Accident report on the midair at Tenino

"S Green" wrote in message
...
Nothing worse than getting reports that are no help and just increase your
anxiety level.

lying in the South Midlands near Oxford UK, I was about to call up RAF
Brize
Norton for the lowest level service, Flight Information. The controller
was
telling another pilot first to contact somewhere else as he was too busy
(the other pilot said that he was told by the other place to contact BN
because they were too busy) and that he only had secondary radar so and
traffic without a transponder was not on his screen.

As we had no transponder decided that I would not add to the work load but
it was very busy today as we all crammed in under class A airspace with a
base at FL45 dropping to 2500ft within 15 miles.

Mmm yes. Probably the busiest GA day here in the UK so far
this year. You were up too eh? I was formation training over in
Essex (flying from North Weald). The entire light aircraft
population of the South East seemed to be up. As I was flying
over there passing Elstree I heard a plane take off from there
that I used to fly at Cardiff.

So many cool things going on from North Weald. On Saturday I
saw two Gnats, a Hunter and the only flying (out of 11 made) JP1
go off in formation. On Sunday I saw them come back. Talked to
a couple of the pilots. The Aerostars (Yak formation team) were
up and about both days too. Various other JPs were flying around.

Also met the UK dealer for Decathlons and the UK dealer for
PZLs.

Nice weather!

Paul

"Jeff" wrote

my TCAS went off (the wife), she was like "a plane just off
below us, he is climbing,

+Snip+

I almost threw her out of the airplane and told her to walk for now on.
++++++++++++++++++++++++++++++++
Better to be warned, and not needed, then to be not warned and needed.

Educate some more, and go on with it. YMMV
--
Jim in NC


---
Outgoing mail is certified Virus Free.
Checked by AVG anti-virus system (http://www.grisoft.com).
Version: 6.0.701 / Virus Database: 458 - Release Date: 6/8/2004

On Tue, 8 Jun 2004 22:59:03 -0700, "C J Campbell"
wrote:

Minor nit... there's a small error in the report. The LH cabin door
of the 170 was knocked off the airplane in flight (not the RH door)
and it was found near the section of cowling mentioned.

I've since heard of another 170 that lost the entire FWF in flight
when one prop blade departed the aircraft (resulting imbalance
shook the whole FWF off of the airplane).

There is supposedly a picture hanging on the wall someplace near
Spokane (Felts?) of this thing gliding down with no FWF.

Bela P. Havasreti
[i]
Both pilots are well known and respected in the Puget Sound area. Amazing
that the pilot of the 170 was able to fly his plane at all:


NTSB Identification: SEA04FA083B
14 CFR Part 91: General Aviation
Accident occurred Sunday, May 16, 2004 in Tenino, WA
Aircraft: Cessna 210J, registration: N3329S
Injuries: 1 Fatal, 1 Minor.

This is preliminary information, subject to change, and may contain errors.
Any errors in this report will be corrected when the final report has been
completed.

On May 16, 2004, approximately 2040 Pacific daylight time, a Cessna 170B,
N3510D, and a Cessna 210J, N3329S, collided in flight approximately five
nautical miles southeast of Tenino, Washington. The Cessna 170B had departed
Roseburg, Oregon, and was en route to the Wax Orchards Airport, Vashon
Island, Washington. The Cessna 210J had departed Camas, Washington, and was
en route to Paine Field, Everett, Washington. There was one occupant onboard
each aircraft. The pilot of the Cessna 210J, a certificated commercial
pilot, sustained fatal injuries while the certificated private pilot of the
Cessna 170B sustained minor injuries. Visual meteorological conditions
prevailed and both aircraft were operated under 14 CFR Part 91 regulations.

According to the Federal Aviation Administration (FAA), both pilots received
weather briefings but neither pilot filed a flight plan, and neither
aircraft had requested or were receiving air route traffic control radar
services at the time of the collision.

The pilot of the Cessna 170B reported that he was level at 3,500 feet mean
sea level and had just changed his heading from 350 degrees to 318 degrees.
The pilot stated, "I was looking down at my map as part of this 'normal
scan' that I do when the collision occurred." The pilot stated, "I never saw
the other airplane." The pilot further stated that the aircraft pitched down
and went into an uncommanded left turn, requiring him to stabilize the angle
of bank by holding full right aileron. The pilot reported that he then
realized that the engine had come off the airplane, but he was still able to
maintain the nose down attitude and keep his speed up. The pilot further
reported that he then attempted to move the elevator and rudder enough to
see if they were responsive, which they were. The pilot stated that as the
airplane continued in the left turn through a southerly heading to an
easterly heading he saw what appeared to be parts of "something" falling out
of the sky below him. The pilot said, "...that's when I thought I'd been hit
by another airplane." The pilot reported that as he proceeded turning and
losing altitude rapidly, he picked out a field where he thought he could
land. The pilot said, "I moved the flap handle a little to see how much they
moved, and when I saw they worked I decided to add some flap to reduce my
speed as I approached the field." The pilot stated that he then applied
right rudder to raise the left wing before "clipping" the tops of some trees
and going through one power line wire which bordered the field on the south.
The pilot stated that after the airplane impacted the ground and came to
rest, he immediately exited the airplane and sought help at a nearby house.
The aircraft had come to rest in an inverted position on a magnetic heading
of 120 degrees. There was no post impact fire.

A witness, who is also a private pilot and the owner of the property where
the Cessna 210J came to rest, reported that while in his house he heard an
airplane flying around, prompting him to go outside to see what it was. The
witness stated that he looked up and thought he heard airplanes overhead,
then saw the two accident aircraft coming together. The witness further
stated, " saw them about 5 to 8 seconds before they hit. Both were
straight and level. Neither took evasive action in any way." The witness
stated that one was heading north and the other one was heading northeast
when he saw them hit and parts started coming at him. The witness further
stated that after the parts hit the ground he looked up again and saw "the
silver aircraft" gliding north without an engine before it went out of sight
over some trees.

The Cessna 170B's engine was located approximately one-half mile southwest
of where the aircraft came to rest. The airplane's right cabin door and left
lower cowling were found approximately three-quarters of a mile south of
this location.

The Cessna 210J's engine, propeller, and main cabin area were located
approximately one-quarter of a mile south of where the Cessna 170B came to
rest. The wing was located approximately 400 feet south of the main cabin
area, and the airplane's tail section was discovered in a thick brush area
one-half mile south of the main cabin.

At 2031, a special aviation surface weather observation taken at the Olympia
Airport, Olympia, Washington, located 11 nautical miles northwest of the
collision reported wind 220 degrees at 5 knots, visibility 10 statute miles,
broken clouds at 2,600 feet, overcast clouds at 4,900 feet, temperature 12
degrees C, dew point 7 degrees C, and an altimeter of 30.03 inches of
Mercury.

Anyone who thinks this could never be them is probably fooling themselves.

-Robert

"C J Campbell" wrote in message ...[i]
Both pilots are well known and respected in the Puget Sound area. Amazing
that the pilot of the 170 was able to fly his plane at all:


NTSB Identification: SEA04FA083B
14 CFR Part 91: General Aviation
Accident occurred Sunday, May 16, 2004 in Tenino, WA
Aircraft: Cessna 210J, registration: N3329S
Injuries: 1 Fatal, 1 Minor.

This is preliminary information, subject to change, and may contain errors.
Any errors in this report will be corrected when the final report has been
completed.

On May 16, 2004, approximately 2040 Pacific daylight time, a Cessna 170B,
N3510D, and a Cessna 210J, N3329S, collided in flight approximately five
nautical miles southeast of Tenino, Washington. The Cessna 170B had departed
Roseburg, Oregon, and was en route to the Wax Orchards Airport, Vashon
Island, Washington. The Cessna 210J had departed Camas, Washington, and was
en route to Paine Field, Everett, Washington. There was one occupant onboard
each aircraft. The pilot of the Cessna 210J, a certificated commercial
pilot, sustained fatal injuries while the certificated private pilot of the
Cessna 170B sustained minor injuries. Visual meteorological conditions
prevailed and both aircraft were operated under 14 CFR Part 91 regulations.

According to the Federal Aviation Administration (FAA), both pilots received
weather briefings but neither pilot filed a flight plan, and neither
aircraft had requested or were receiving air route traffic control radar
services at the time of the collision.

The pilot of the Cessna 170B reported that he was level at 3,500 feet mean
sea level and had just changed his heading from 350 degrees to 318 degrees.
The pilot stated, "I was looking down at my map as part of this 'normal
scan' that I do when the collision occurred." The pilot stated, "I never saw
the other airplane." The pilot further stated that the aircraft pitched down
and went into an uncommanded left turn, requiring him to stabilize the angle
of bank by holding full right aileron. The pilot reported that he then
realized that the engine had come off the airplane, but he was still able to
maintain the nose down attitude and keep his speed up. The pilot further
reported that he then attempted to move the elevator and rudder enough to
see if they were responsive, which they were. The pilot stated that as the
airplane continued in the left turn through a southerly heading to an
easterly heading he saw what appeared to be parts of "something" falling out
of the sky below him. The pilot said, "...that's when I thought I'd been hit
by another airplane." The pilot reported that as he proceeded turning and
losing altitude rapidly, he picked out a field where he thought he could
land. The pilot said, "I moved the flap handle a little to see how much they
moved, and when I saw they worked I decided to add some flap to reduce my
speed as I approached the field." The pilot stated that he then applied
right rudder to raise the left wing before "clipping" the tops of some trees
and going through one power line wire which bordered the field on the south.
The pilot stated that after the airplane impacted the ground and came to
rest, he immediately exited the airplane and sought help at a nearby house.
The aircraft had come to rest in an inverted position on a magnetic heading
of 120 degrees. There was no post impact fire.

A witness, who is also a private pilot and the owner of the property where
the Cessna 210J came to rest, reported that while in his house he heard an
airplane flying around, prompting him to go outside to see what it was. The
witness stated that he looked up and thought he heard airplanes overhead,
then saw the two accident aircraft coming together. The witness further
stated, " saw them about 5 to 8 seconds before they hit. Both were
straight and level. Neither took evasive action in any way." The witness
stated that one was heading north and the other one was heading northeast
when he saw them hit and parts started coming at him. The witness further
stated that after the parts hit the ground he looked up again and saw "the
silver aircraft" gliding north without an engine before it went out of sight
over some trees.

The Cessna 170B's engine was located approximately one-half mile southwest
of where the aircraft came to rest. The airplane's right cabin door and left
lower cowling were found approximately three-quarters of a mile south of
this location.

The Cessna 210J's engine, propeller, and main cabin area were located
approximately one-quarter of a mile south of where the Cessna 170B came to
rest. The wing was located approximately 400 feet south of the main cabin
area, and the airplane's tail section was discovered in a thick brush area
one-half mile south of the main cabin.

At 2031, a special aviation surface weather observation taken at the Olympia
Airport, Olympia, Washington, located 11 nautical miles northwest of the
collision reported wind 220 degrees at 5 knots, visibility 10 statute miles,
broken clouds at 2,600 feet, overcast clouds at 4,900 feet, temperature 12
degrees C, dew point 7 degrees C, and an altimeter of 30.03 inches of
Mercury.