Saturday, November 10, 2018

Cessna 210B Centurion, registered to Groves Vig & Vig LLP and operated by the pilot, N9581X: Fatal accident occurred March 16, 2017 near Vig Limousin Airport (1SD4), Faith, Meade County, South Dakota

  
Barry Wayne Vig 
January 23, 1950 - March 16, 2017
Barry did not buy a class ring, but put that money towards flight lessons instead. 

Barry Wayne Vig, 67, was born in Rapid City on January 23, 1950, the oldest of eight children, to A.Wayne and Carole (Weiss) Vig. Home was on the ranch 30 miles southwest of Faith near Opal. Barry attended grade school at the Lemmon Butte School and the Opal School. He graduated from Newell High School in 1968. He then attended South Dakota State University and graduated with a degree in Animal Science in 1973. He also worked at the sale barn in Brookings while in college.

Barry completed the ROTC program at SDSU and was commissioned as a Second Lieutenant in 1973. He attended Summer Camp at Ft. Lewis, WA, in the summer of 1972 and Officer Basic Training at Ft. Benning, GA, in the fall of 1973. He spent eight years in the Army Reserve and was discharged as a First Lieutenant in 1981.

Barry married Cheryl Hight from Murdo in 1973. They were blessed with four children: Georgia, Justin, Marti Jo, and Ryan. The kids all played a very important part in the family ranch operation by helping with the work.

Barry and Cheryl came home to the ranch in 1973. In 1975, they moved to Murdo and worked for Cheryl’s parents for a year. They came home to the ranch again for a time, then in 1981, they moved to the Bob Talley place. In 1986, they moved back to the ranch. It was always very special to Barry that he was home again where he grew up and that part of his ranch was once owned by his Grandpa Weiss and the other part, by his Great Uncle Jim Vig.

The Vigs introduced Limousin genetics into their cattle herd in 1970 and have been raising registered Limousin and commercial cattle ever since. Barry always enjoyed those long-time relationships that he and his parents had with other Limousin breeders from across the state. Barry went to an A-I school in the late 60’s, and for many years, helped his parents with their A-I program, using what he learned and always learning more. For quite a few years, Barry played a major part in putting on his family’s annual bull sales and, then later, their private treaty sales. And for a long time, he preg tested all his own cows, plus some for the neighbors also. His desire was to improve his own cattle herd and help his kids get started in ranching. Barry always felt blessed that he was able to work with his sons on the ranch and would be very happy to see them as they carry on. Barry truly enjoyed ranching and raising good cattle.    

Barry has always had a special interest in water and has always done a lot of work to improve the water system on whatever piece of ground he owned. He also enjoyed talking to his neighbors and learning more about how they did water systems on their ranches. Barry always said that one of the best sights ever was a tank full of water out in the middle of the prairie.

Barry did not buy a class ring, but put that money towards flying lessons instead. He learned to fly while in college and has always had a plane around to check cattle, both at home and in pastures away from home. He always appreciated being able to just walk out of the house, get in his plane, and look around a little bit. Through the years, Barry has flown cowboys to rodeos, has done some mercy flights, has flown the family to many family events, school events, and livestock events, and has flown to Bible Camp many times. And he loved flying to visit his kids back when they were living in Tennessee, Arkansas, Utah, and Iowa. He’s said many times, “I never fly for pleasure, but it’s always a pleasure to fly.”

In the last few years, Barry was seldom seen without his loyal cowdog, “Hoots,” by his side, whether on a 4-wheeler, in the pickup, tractor, or airplane, or working cattle. He really liked watching her work. Barry took her to Bible Camp, which the kids at camp absolutely loved. She was also a favorite greeter of the After-School Bible Hour kids on Wednesdays, which Barry was a big part of.

Barry’s spiritual life was the most important thing of all to him. He was baptized into Christ in 1973 and had devoted his life to living for Jesus. He always got up early in the morning and studied his Bible, taught Bible classes for many years, preached a few sermons, and spent many hours talking “Bible” with his Christian brothers, which he loved to do. He even hosted some early-morning Bible studies out in his hangar for a time. Barry was an active member of the Church of Christ and has served as an elder for his church family for over 20 years. He would want to be known not as a “Christian rancher" but rather as a “ranching Christian.” 

Barry always said, “We’re just passing through.” Barry died in an airplane accident on his ranch on Thursday, March 16, 2017, doing what he loved to do, with his cowdog right beside him. 


The National Transportation Safety Board traveled to the scene of this accident. 

Additional Participating Entities:
Federal Aviation Administration / Flight Standards District Office; Rapid City, South Dakota 
Textron Aviation; Wichita, Kansas
Continental Motors; Mobile, Alabama 

Aviation Accident Factual Report - National Transportation Safety Board:  https://app.ntsb.gov/pdf

Investigation Docket - National Transportation Safety Board: https://dms.ntsb.gov/pubdms

http://registry.faa.gov/N9581X


Location: Opal, SD
Accident Number: CEN17FA132
Date & Time: 03/16/2017, 1640 MDT
Registration: N9581X
Aircraft: CESSNA 210B
Aircraft Damage: Destroyed
Defining Event: Loss of control in flight
Injuries: 1 Fatal
Flight Conducted Under:  Part 91: General Aviation - Personal 

On March 16, 2017, about 1640 mountain daylight time, a Cessna 210B airplane, N9581X, impacted terrain near Vig Limousin Ranch Airstrip (1SD4), Opal, South Dakota. The commercial pilot was fatally injured, and the airplane was destroyed. The airplane was registered to Groves Vig & Vig LLP and was being operated by the pilot under the provisions of Title 14 Code of Federal Regulations Part 91. Day visual meteorological conditions prevailed, and no flight plan was filed for the personal cross-country flight. The airplane departed from Rapid City Regional Airport (RAP), Rapid City, South Dakota, at 1606, and the destination was Faith Municipal Airport (D07), Faith, South Dakota.

The purpose of the flight was to return the airplane to D07, where it was normally stored, following its annual inspection at RAP. The route of flight from D07 to RAP passed near 1SD4, which was adjacent to the pilot's ranch home. The wreckage was located about 275 yards from the departure end of runway 31 at 1SD4. No witnesses to the accident were identified.

Pilot Information

Certificate: Commercial
Age: 67, Male
Airplane Rating(s): Single-engine Land
Seat Occupied: Left
Other Aircraft Rating(s): None
Restraint Used: Lap Only
Instrument Rating(s): Airplane
Second Pilot Present: No
Instructor Rating(s): None
Toxicology Performed: Yes
Medical Certification: Class 2 With Waivers/Limitations
Last FAA Medical Exam: 05/20/2015
Occupational Pilot: No
Last Flight Review or Equivalent: 
Flight Time:  3950 hours (Total, all aircraft), 1350 hours (Total, this make and model) 

The pilot, age 67, held a commercial pilot certificate with airplane single-engine land and instrument airplane ratings. On May 20, 2015, the pilot was issued a second-class medical certificate with a limitation to wear corrective lenses. At the time of the medical examination, the pilot reported having 3,300 hours of total flight experience of which 25 hours were in the last 6 months. The pilot reported no recent health care visits, no significant medical conditions, and no medication use, and the physical examination did not identify any significant medical issues.

On an insurance application dated November 1, 2016, the pilot report having 3,950 hours of total flight experience of which 1,350 hours were in the accident airplane make and model. Pilot logbooks were not available for review during the investigation. 

Aircraft and Owner/Operator Information

Aircraft Make: CESSNA
Registration: N9581X
Model/Series: 210B
Aircraft Category: Airplane
Year of Manufacture: 1961
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: 21057881
Landing Gear Type: Tricycle
Seats: 4
Date/Type of Last Inspection: 03/01/2017, Annual
Certified Max Gross Wt.: 2998 lbs
Time Since Last Inspection: 1 Hours
Engines: 1 Reciprocating
Airframe Total Time: 5002 Hours as of last inspection
Engine Manufacturer: CONT MOTOR
ELT: Installed, activated, did not aid in locating accident
Engine Model/Series: I0-470 SERIES
Registered Owner: On file
Rated Power: 260 hp
Operator: On file
Operating Certificate(s) Held: None 

The airplane was equipped with a Continental IO-470S engine, serial number 102046-1-5, and a 2-blade, constant-speed McCauley propeller. The last annual inspection was completed on March 1, 2017, at 5,002 total airframe hours and 932 hours since the last engine overhaul.

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: KRAP, 3168 ft msl
Distance from Accident Site: 57 Nautical Miles
Observation Time: 1652 MDT
Direction from Accident Site: 209°
Lowest Cloud Condition:
Visibility:  10 Miles
Lowest Ceiling: Broken / 11000 ft agl
Visibility (RVR):
Wind Speed/Gusts: 32 knots / 39 knots
Turbulence Type Forecast/Actual: /
Wind Direction: 330°
Turbulence Severity Forecast/Actual: /
Altimeter Setting: 29.82 inches Hg
Temperature/Dew Point: 18°C / 2°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: RAPID CITY, SD (RAP)
Type of Flight Plan Filed: None
Destination: Faith, SD (D07)
Type of Clearance: None
Departure Time: 1630 MDT
Type of Airspace: Class G 

An automated weather observing system (AWOS) was located at D07, about 19 miles northeast of the accident location. At 1656, D07 reported the following conditions: wind 360° at 16 knots, temperature 16°C, dew point 7°C, and altimeter setting of 29.79 inches of mercury. At 1756, D07 reported wind 350° at 4 knots, temperature 12°C, dew point 7°C, and altimeter setting of 29.83 inches of mercury.

At 1649, a weather station located at Ellsworth Air Force Base, Rapid City, South Dakota, about 53 miles southwest of the accident location, reported the following conditions: wind 320° at 34 knots with gusts to 40 knots, visibility 10 statute miles or greater, light drizzle, ceiling broken at 11,000 ft above ground level (agl), temperature 18°C, dew point 2°C, and altimeter setting of 29.82 inches of mercury.

At 1700, high-resolution rapid refresh model soundings for the accident location indicated that the wind near the surface was from the northwest at 14 knots. Modeling identified the potential for moderate low-level wind shear (LLWS) and moderate clear air turbulence within about 100 ft of the surface and the potential for light LLWS between about 100 ft agl and about 500 ft agl.

A review of weather radar imagery revealed very light reflectivity targets moving through the accident area. There were no publicly disseminated pilot reports from South Dakota within an hour of the accident time.

Airport Information

Airport: Vig Limousin (1SD4)
Runway Surface Type: Grass/turf
Airport Elevation: 2558 ft
Runway Surface Condition:
Runway Used: 31
IFR Approach: None
Runway Length/Width: 2200 ft / 50 ft
VFR Approach/Landing: Unknown 

1SD4, located 4 miles south of Opal, is a private, nontowered airport. The airport is at an elevation of 2,558 ft mean sea level and has a 2,200-ft-long by 50-ft-wide turf runway designated as runway 13/31. The airport is surrounded by open grasslands and fields with rolling hills.

Wreckage and Impact Information

Crew Injuries: 1 Fatal
Aircraft Damage: Destroyed
Passenger Injuries: N/A
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 1 Fatal
Latitude, Longitude:  44.874167, -102.416667 (est)

The accident site was in a ranching area with rolling hills. The initial impact point was about 275 yards beyond the departure end of runway 31 and slightly right of the extended runway centerline. The debris path was about 175 ft long on a heading of 020°. The initial impact point included ground scars consistent with the right-wing tip and propeller, and there was no evidence that the airplane struck obstacles before ground impact.

The airplane came to rest upright with both wings separated from the fuselage. Both wing fuel tanks were compromised and empty. The landing gear and flaps were found in the up positions.

Flight control continuity was established from the rudder, elevator, and elevator trim tab to the forward floor assembly. Aileron continuity was established with left and right aileron cables separated in tensile overload.

The propeller came to rest between the initial impact point and the airframe wreckage. Both propeller blades exhibited scoring and leading-edge damage. One blade had a 90° rearward twisting bend starting about 18 inches outboard of the blade shank. The second blade had a slight forward twisting bend starting about 20 inches outboard of the blade shank.

The engine was rotated manually, and normal mechanical continuity was confirmed with compression obtained on all six cylinders. The cylinder combustion chambers were examined with a lighted borescope with no anomalies noted. The spark plug electrodes exhibited normal signatures.

The mixture and throttle arms were secured to their respective shafts, and the throttle plate was in the fully closed position. The fuel inlet screen was uncontaminated, and fuel discharged from the metering unit when fuel hoses were removed. The fuel injectors were uncontaminated, and the fuel manifold was intact with a small amount of fuel present.

The exhaust system was impact damaged with both mufflers separated. Both flame cones were intact and in place, and both exhaust collectors remained attached to their respective cylinder exhaust ports. Examination of the airframe and engine revealed no evidence of mechanical malfunctions or failures that would have precluded normal operation. 

Medical And Pathological Information

The Clinical Laboratory of the Black Hills, Rapid City, South Dakota, performed an autopsy on the pilot, and the documented cause of death was blunt trauma injuries. The right coronary artery showed up to 80% narrowing, and the left anterior descending and left circumflex coronary arteries each showed 40% to 50% narrowing. The heart muscle had a 2 x 1 x 1 centimeter area of fibrosis of the posterior left ventricle that was "grossly compatible with a remote myocardial infarct." Microscopic examination of the heart muscle confirmed fibrosis. The heart muscle changes were consistent with an old ischemic event causing muscle damage; however, no acute changes were identified.

The FAA Bioaeronautical Sciences Research Laboratory, Oklahoma City, Oklahoma, performed toxicology testing. No ethanol, carbon monoxide, or tested-for-drugs were identified.

1 comment:

daveyl123 said...

Old Straight Back 210s are a hardy breed. They're good traveling machines, and the power is adequate for most loads and conditions. One trick I learned from an old time instructor was to store the tow bar behind the left seat. If the gear didn't extend fully, you could grab that device, open the door, and pull the port alighting apparatus to the down position. Fortunately, I never had to use it......