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N9485T accident description

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Crash location 35.379445°N, 97.596111°W
Reported location is a long distance from the NTSB's reported nearest city. This often means that the location has a typo, or is incorrect.
Nearest city Oklahoma City, OK
35.467560°N, 97.516428°W
7.6 miles away

Tail number N9485T
Accident date 25 Oct 2000
Aircraft type Cessna 210
Additional details: None

NTSB description


On October 25, 2000, approximately 1945 central daylight time, a Cessna 210 single-engine airplane, N9485T, struck the terrain following a loss of control during the takeoff/initial climb from runway 17R at the Will Rogers World Airport (OKC), near Oklahoma City, Oklahoma. The airplane was owned and operated by ByGone Aviation, LLC, of Guymon, Oklahoma, under 14 Code of Federal Regulations (CFR) Part 91. The instrument rated commercial pilot, sole occupant of the airplane, sustained fatal injuries, and the airplane was destroyed by impact forces and a post-impact fire. Instrument Meteorological Conditions (IMC) prevailed for the planned cross-country flight to the Spearman Municipal Airport (E42) near Spearman, Texas, and an Instrument Flight Rules (IFR) flight plan was filed for the business flight. The flight was originating at the time of the accident.

During personal interviews, conducted by the NTSB investigator-in-charge (IIC), with FAA inspectors, air traffic personnel, airport personnel, and witnesses, the following information was revealed. Earlier on the evening of the accident, the pilot flew the airplane during a CFR Part 135 cargo flight from Guymon, Oklahoma, to Oklahoma City, Oklahoma.

At 1905, the pilot obtained a weather briefing and filed an IFR flight plan to E42. At 1936:22, N9485T was cleared to E42 "as filed, climb and maintain 5,000, expect 8,000, 10 minutes after departure, on departure fly heading 200, departure frequency will be 124.6, squawk 6235." At 1937:06, the pilot verified that he had received ATIS information November [wind 140 degrees at 11 knots; visibility 10 statue miles; ceiling 500 broken; temperature 16 degrees Celsius; dew point 15 degrees Celsius; altimeter 30.02 inches of Mercury]. At 1937:54, N9485T was cleared to follow a Continental Airlines jet to runway 17R for departure.

The climb profile of the Continental Airlines jet from 1942:08 through 1942:22 was 1,400 feet msl, 1,600 feet msl, 1,800 feet msl, and 2,00 feet msl, respectively. At 1942:22, N9485T was cleared for takeoff on runway 17R. The climb profile for N9485T from 1943:26 through 1943:50 was 1,800 feet msl, 1,900 feet msl, 2,000 feet msl, respectively. The takeoff/initial climb profile altitude of N9485T was above that of the Continental Airlines jet. At 1944:00, N9485T, was told to contact departure, and the pilot acknowledged the transmission. There was no further contact with the aircraft.

A witness observed the "red light" on the back of the airplane as it taxied to the runway. This witness stated that the aircraft was airborne at least halfway down the runway, and he saw the "red light again as the airplane went into the clouds." Another witness heard the engine, and observed the airplane banking to the left and descending to the ground.

At 1948, the tower notified airport operations of the accident and that the airplane was engulfed in flames. At 1952, the airport aircraft rescue firefighters (ARFF) and airport operations arrived at the accident site. The Oklahoma City Fire Department, Police Department, and National Guard responded to the accident site. The post-impact fire was extinguished and the site secured.


A review of FAA records revealed that in November 1988, the pilot was issued his private pilot certificate with the airplane single-engine land rating. In December 1995, the pilot obtained his instrument rating. On August 17, 2000, the pilot was issued his commercial pilot certificate with the airplane single-engine land and instrument ratings. The pilot was issued a second class medical certificate on August 21, 2000, with no restrictions. On the pilot's last the medical application, the pilot reported 1092.8 hours of flight time.

According to the pilot's logbook, the total flight time was 1,186.7 hours, and the total pilot-in-command flight time was 1092.8 hours, of which 56.8 hours was in the make and model of the accident aircraft. The accumulated night flight time was 202.2 hours, of which 22.3 hours were in the make and model of the accident aircraft. The accumulated night flight time in simulated instrument meteorological conditions (IMC) from November 21, 1991 through June 8, 1996, was 15.9 hours. The accumulated flight time in actual IMC was 33.8 hours of which 3.3 hours (2.4 hours in the accident airplane) was in the last 90 days. The flight time at night in actual IMC, prior to the accident flight, was 0.3 hour on July 2, 1993, and 2.3 hours on September 24, 1993.

According to the company records, the pilot was employed by ByGone Aviation, LLC., in August 2000, and he had completed the training program for the Cessna 210 airplane. The pilot satisfactorily completed the CFR Part 135.293(a)(3) and Part 135.299 airman competency/proficiency check in the Cessna 210, N8485T, single-engine airplane on August 22, 2002, given by the FAA principal operations inspector (POI). The pilot had not taken the CFR Part 135.297 instrument proficiency check. According to company flight/duty records for 2000, the pilot had flown 27.5 hours of charter flights in the Cessna 210 aircraft from September 11 through October 24, 2000.


The FAA records and available maintenance records were reviewed by the NTSB IIC. The Cessna 210 aircraft Type Certification Data (3A21) was issued April 20, 1959, under Part 3 of the Civil Air Regulations (CAR) dated May 15, 1956. The original delivery documents for the Cessna 210 aircraft, serial number 57285, showed a March 24, 1960, FAA airworthiness certification. The aircraft was registered to the current owner on November 10, 1994.

The airplane was maintained under CFR Part 135.411 (a)(1) by Centerline Aviation, Guymon, Oklahoma, at the time of the accident. The last annual inspection was performed on September 24, 2000, at a tachometer time of 3,401 hours. At the last annual inspection was performed at an engine time of 1,320 hours since major overhaul (SMOH).

In June 1992, an overhauled directional gyro was installed. In April 1997, the nav/com unit (King KX-170B), and VOR/LOC indicator unit (King KI-208) were installed in the instrument panel. In November 1998, a Garmin altimeter, part number (P/N) 22-374, S/N 66G181, and an overhauled vertical speed indicator (VSI) P/N 7000, S/N 33181 were installed, and the ATC transponder test and inspections required by CFR Part 91.413 were performed and found to comply with CFR Part 43 Appendix F.

The Continental I0-470-E engine, serial number (S/N) 77343-O-E, was overhauled in July, 1987, at a tachometer time of 2,080 hours. In August 1994, the engine was removed for a teardown inspection, reassembled, and reinstalled, at a tachometer time of 2,488.0 hours. In November 1997, new bearings and bushings were installed in the generator. In May 1998, the bearings were packed in both magnetos, and the impulse coupling, points, and capacitor (left magneto) were replaced. In June 1998, the #4 cylinder was replaced with a serviceable cylinder, and an overhauled wet vacuum pump installed.

Maintenance records indicated that the McCauley model D2A34C58-NO, S/N 758390, was installed. The propeller was overhauled in July 1999.


All times are central daylight time unless otherwise noted.

At 1853, the surface weather observation (METAR) for OKC indicated ceiling 500 feet (agl) broken; visibility 10 statute miles; temperature 16 degrees Celsius (60 degrees Fahrenheit); dew point 15 degrees Celsius (59 degrees Fahrenheit); wind from 150 degrees at 13 knots; altimeter setting 30.02 inches Mercury.

At 1953, the METAR for OKC indicted ceiling 500 feet (agl) broken, 900 feet (agl) broken; temperature 16 degrees Celsius; dew point 15 degrees Celsius; wind from 130 degrees at 16 knots; altimeter setting 30.00 inches Mercury; rain began 0016 and ended 0053; trace of precipitation (<.01 inch) from 1853 to 0053.

Upper air data from the Norman, Oklahoma (located about 10 nautical miles southeast of the accident site; elevation 357 feet; magnetic variation of 6 degrees east from true north) doppler weather radar, for October 25, 2000 at 1900, showed the winds at 1,998 feet msl (1,641 feet agl) from 130 degrees at 12.8 knots; at 2,639 feet msl (2,282 feet agl) from 155 degrees at 8.9 knots; at 2,999 feet msl (2,642 feet agl) from 170 degrees at 7 knots; and at 3,999 feet msl (3,642 feet agl) from 235 degrees at 15.9 knots.

Weather radar data from the Tulsa, Oklahoma (located 100 nautical miles northeast of the accident site) for October 25, 2000, at 1944:57 indicated that moderate weather radar echoes were located about 5 nautical miles to the southeast of OKC and a southwesterly flow in the area. At 1944:57, a radial velocity of 240 degrees at 41 knots was noted about 10 nautical miles southeast of OKC. At 1950:47, a spectrum width value of 17 knots was noted about 7 nautical miles southeast of OKC.

Witnesses described light drizzle and light rain at the airport. One witness recalled that the bases of the clouds were about 400 feet agl.


The Will Rogers World Airport, located 6 nautical miles south of Oklahoma City, Oklahoma, is an FAA CFR Part 139 certificated airport. The Class C Airspace had continuous air traffic control services. The hard surface Runway 17R/35L, 9,800 feet long and 150 feet wide, was equipped with high intensity runway lights (HIRL).

According to the airport operations computer records, the light intensity runway lights (HIRL) on runway 17R/35L were set to intensity level 3 at the time of the accident. The airfield lighting report listed the #2 threshold light and one runway side light out of service for runway 17R. The report listed the lights out of service for an obstruction (E27-1) located west of runway 17R.


The Global Positioning System (GPS) location of the accident site was latitude 35.22.46 degrees North; 097.35.46 degrees West. The airplane came to rest inverted between the parallel runways (17R/35L and 17L/35R) in soft, wet, level to rolling terrain, 9,619.07 feet south of the runway 17R threshold (183 feet before the departure end of runway 17R), 2,281.04 feet east of the departure end of runway 17R, and 6,936 feet from the air traffic control tower. The energy distribution path was along a magnetic heading of 025 degrees and measured 146 feet. Site elevation was approximately 1,256 feet msl.

The initial ground scar measurement was consistent with the length of the left wing, and pieces of the red navigation lens were found near one end of the ground scar. A crater, 4 feet wide by 8.5 feet long by 3 feet deep, was found adjoining the ground scar. Portions of the propeller spinner, one propeller blade, the #6 engine cylinder, and the engine driven vacuum pump were found in the crater. The main spar for the right wing was found 115 feet from the initial ground scar. The cockpit and cabin area were destroyed, and there were no complete systems intact at the accident site.

Flight control continuity was confirmed for the rudder and elevator cables. Impact and thermal damage precluded a determination of aileron continuity, and flap position. The main landing gear was found in the retracted position.

The integrity of the fuel system was compromised. The fuel selector position was found on the right main fuel tank. Fuel from the wing tank was blue in color and no contaminants or debris were noted.

The rotating beacon and a navigation light were examined. The filaments of each bulb were intact.

The vacuum pump drive coupling was intact and disassembly of the unit did not reveal any internal damage. Components of the three cockpit gyro instruments were examined. The attitude indicator gyro and directional gyro exhibited physical evidence consistent with rotation of the gyro. Scoring was found in the gyro housing for the attitude indicator and directional gyro. The turn coordinator (electric) gyro exhibited thermal and impact damage, and when the gyro was removed from the housing, there was no physical evidence of rotation was noted.

Communication radio #1 was found set on a frequency of 119.32 Megahertz (OKC tower frequency 119.36 MHz), and radio #2 was found set on a frequency of 124.6 MHz (OKC departure frequency). The #1 navigation radio was found set on 114.10 MHz (Will Rogers).

The propeller was found separated from the engine at the propeller flange. Both propeller blades exhibited striations, chordwise scoring, torsional rotation, and leading edge gouges.

The engine was found inverted, and the engine and accessories exhibited impact and thermal damage. The intake and exhaust pipes were found crushed. The engine oil screen was removed and no debris was noted. The fuel manifold was disassembled, fuel was found in the unit, and no debris was noted on the fuel screen. The engine driven fuel pump drive rotated, and fuel was found in the pump and the fuel screen. The carburetor fuel screen contained partial blockage debris on the fuel inlet side of the screen.


The autopsy was performed by the Office of the Chief Medical Examiner at Oklahoma City, Oklahoma. The FAA Civil Aeromedical Institute (CAMI) Forensic Toxicology and Accident Research Center at Oklahoma City, Oklahoma, examined the specimens taken by the medical examiner. The toxicological findings were negative.


The Delco-Remy, model 1101912 50A, serial number 5219, generator was examined on November 8, 2000, at Select Aircraft Services, Lancaster, Texas, under the supervision of the NTSB IIC. The generator was tested per Service Bulletin (SB) IG-150. The generator field windings were checked for shorts, grounds, and opens in accordance with SB IG-186, and the field was found to be 1.62 amps. The brushes were found in the holder and brushes were grounded per design. One brush was found installed backwards and did not move freely; however, when the brush was moved by hand, contact was observed. The edge of the brush was worn smooth. The armature was not grounded to the case. The armature rotated freely when turned by hand. No evidence was found that would have precluded operation of the generator prior to impact.

On November 15, 2000, the Garmin GPS 195, part number 011-00172-00, was examined under the supervision of the FAA at Wichita, Kansas. Impact and thermal damage rendered the unit inoperable; and therefore, it was not possible to extract data from the memory of the GPS unit.


Prior to the accident takeoff, the fuel tanks were topped with 20 gallons of fuel. Examination of the refueling source did not reveal any evidence of contamination or debris.

The airplane was released to the owner's representative on June 6, 2002.

(c) 2009-2018 Lee C. Baker / Crosswind Software, LLC. For informational purposes only.