Our brother Pilot Daleray Madewell sacrificed his life while giving to others, passing into the hands of Our Lord Jesus
February 9, 2012.
What great earthly sorrow we must endure, but also with comfort knowing he is with Jesus in His eternal home.
Open Letter remembering Daleray Madewell, Pilots for Christ International (Wyoming Chapter) Pilot
and Jennifer Sebesta Passenger
is with great sadness and heartache, that I offer my sympathy and
condolences to the families and friends of Daleray Madewell, Pilot,
member of the (Wyoming Chapter) Pilots for Christ International and
nurse Jennifer Sebesta. Their tragic loss will never be understood, yet
we must continue on with their spirit of caring, community involvement
and loving kindness towards others in great need. Both Daleray and
Jennifer gave of themselves to help others and provide solace to all
those who came their way. Unselfishness and giving were their traits
and all of us are better off having known their caring hearts.
their love and caring continue to shine across Glenrock, Douglas,
Wyoming, The United States and The World, as all who come after them are
reminded of their dedication, love and focus on others before
themselves. To their families I say what wonderful examples of peace,
and love they leave as their legacies. May their spirit of helping
others transform into countless others searching their own hearts and
trying to fill this unending void, that was left behind on February 9,
To the Wyoming Chapter of Pilots for Christ International,
thank you, for your selfless acts of kindness toward all those in need.
May Daleray's memory be forever encased in the minds and heart's of all
those who follow in service to Our Lord Jesus Christ.
"May the peace of God, which surpasses all understanding, guard your hearts and your minds in Christ Jesus."
In His Service,
Timothy R. Layne
Pilots for Christ International
It is with this understanding and respect for Daleray and Jennifer that below you will find the final NTSB report on this tragic loss and through their sacrifice perhaps many others can gain valuable wisdom and knowledge that will prevent any future accidents and loss, of this type.
Tragic Encounter - Learning Opportunity
NTSB Identification: WPR12FA098
14 CFR Part 91: General Aviation
Accident occurred Thursday, February 09, 2012 in Morgan, UT
Probable Cause Approval Date: 04/10/2013
Aircraft: CESSNA 210, registration: N9619T
Injuries: 2 Fatal.
investigators either traveled in support of this investigation or
conducted a significant amount of investigative work without any travel,
and used data obtained from various sources to prepare this aircraft
During a volunteer flight to pick up a
passenger, the non-instrument-rated pilot had to divert to an alternate
airport due to low ceilings at his destination. After picking up the
passenger and departing, the pilot requested and received a
flight-following clearance. Shortly thereafter, he reported that he was
going to turn the airplane out of a valley. There was no further
communication from the pilot after this transmission. The last radar
target depicted the airplane at an elevation of 7,100 feet. The wreckage
was located 3.5 miles from the last radar target in treed, mountainous
terrain at an elevation of 7,700 feet. A postaccident examination of the
wreckage revealed no evidence of mechanical malfunctions or failures
that would have precluded normal operation. Weather information current
at the time of the flight reported mountain obscuration and
precipitation. Review of weather briefing data showed no record of the
pilot obtaining a weather briefing prior to departure. Given the
forecast and reported weather conditions, it is likely that the pilot
encountered instrument meteorological conditions and was unable to see
the trees and terrain prior to the collision.
The National Transportation Safety Board determines the probable cause(s) of this accident to be:
non-instrument-rated pilot’s poor planning and continued visual flight
rules flight into instrument meteorological conditions and failure to
maintain clearance from mountainous terrain.
HISTORY OF FLIGHT
On February 9, 2012,
about 1348 mountain standard time, N9619T, a Cessna 210, collided with
mountainous terrain about 9 miles east-northeast of Morgan County
Airport, Morgan, Utah. The private pilot and passenger sustained fatal
injuries during the 14 Code of Federal Regulations Part 91 flight. The
airplane was substantially damaged. The flight originated from Morgan
and was destined for Converse County Airport, Douglas, Wyoming. The
pilot requested and received a flight following clearance.
pilot was conducting a mission for the Wyoming Pilots for Christ. He was
volunteering his services to transport the passenger, a nurse, from the
Salt Lake City area back to her home. According to Wyoming Pilots for
Christ personnel, the pilot had departed Douglas about 1000 MST and
intended to land at Salt Lake City International Airport, Salt Lake
City, Utah. However, the pilot landed in Morgan due to low ceilings in
the area. The passenger then met him at the Morgan airport.
pilot, age 47, held a private pilot certificate with airplane and
single-engine land ratings. He held a third-class medical certificate
issued September 27, 2011, with no limitations or waivers. The pilot’s
logbook was reviewed and showed about 553 total flight hours. He had
flown about 18 hours in the last 90 days and 10 hours in the last 30
The high wing airplane, SN
57419, had four seats and retractable gear. It was manufactured in 1961.
It was powered by a Continental IO-470-E (17) engine. Review of the
maintenance records showed an annual inspection was completed on
February 10, 2011, at a total time of 3,465 hours. The airplane was
equipped with a Garmin 430.
AIR TRAFFIC CONTROL INFORMATION
NTSB air traffic control specialist reviewed the air traffic control
information pertaining to the flight, as well as the pilot’s flight
earlier that day from Sheridan, Wyoming, to Morgan, Utah.
the radar track of the pilot’s inbound flight from Sheridan showed radar
targets along the mountain range to the east of the pilot’s landing
airport. The radar targets showed several course reversals along the
mountain range. The track then ended prior to the pilot’s landing in
Morgan, likely due to limited radar coverage in the area.
departure from Morgan, the pilot requested and received a flight
following clearance at 1346 MST, and advised that his destination was
Douglas. Shortly thereafter, the pilot reported that he was going to
turn the airplane out of a valley. There was no further communication
from the pilot. The last radar target was at 1448 at an altitude of
7,100 feet, approximately 3.5 statute miles from the accident site.
NTSB senior meteorologist completed a weather study. A composite of the
NWS Weather Depiction Charts for 1200 (1900Z) and 1500 MST (2200Z) on
February 9, 2012, depicted a small area of reported instrument flight
rule (IFR) conditions over Idaho immediately north of the accident site
at 1200 MST by a shaded contour, with another area over Colorado to the
east-southeast. The areas were enclosed by a larger area of marginal
visual flight rule (MVFR) conditions by an unshaded contour which
extended over northern Utah and the accident site.
At 1355, an
aviation routine weather report (METAR) for Hill Air Force Base, located
about 17 nautical miles west-southwest of the accident site, reported
the following conditions: wind, calm, visibility, 7 statute miles,
clouds, few at 2,700 feet, overcast at 3,200 feet, temperature, 3
degrees Centigrade, dew point, 0 degrees Centigrade, altimeter, 30.33
inches of mercury. The subsequent observations indicated a ceiling
overcast from 2,100 to 2,600 feet agl or from 6,900 to 7,400 feet msl
assuming normal rounding to a hundred feet, and with a period of
visibility reduced to 5 miles in mist. The cloud heights would have
implied a high likelihood of mountain obscuration conditions over the
At the accident airplanes altitude of 7,700 feet
the sounding indicated a temperature of -3º C, a temperature-dew point
temperature spread of less than 1 degree C, a relative humidity of 98
percent, and a wind from 275 degrees at 9 knots. The sounding did not
indicate a high probability of turbulence due to the light winds and low
vertical shear. A probability of icing existed in clouds and in
precipitation above 6,000 feet.
The GOES-15 infrared band 4
satellite image at 4X magnification for 1415 MST (2215Z) on February 9,
2012, depicted multiple layers of low to mid-level clouds over Utah
during the period. No defined cumulonimbus clouds or thunderstorms were
identified over the area. The infrared image indicated a radiative cloud
top temperature over the accident site at 260 degrees kelvin or -13.16
degrees C, which corresponded to tops near 14,500 feet over the accident
The GOES-15 visible band 1 image at 1415 MST (2115Z)
depicted low stratiform clouds over the area with a second mid-level
band of altostratus bordering on the accident site. The image indicates a
high probability of mountain obscuration with the low stratiform type
clouds over the region.
The forecast for northern Utah indicated
scattered to broken clouds at 10,000 feet layered to 17,000 feet were
expected over the region. The forecast however was amended by AIRMET
Sierra update 6 for mountain obscuration due to clouds and precipitation
issued at the same period.
Review of weather briefing data from
Lockheed Martin Flight Service, CSC DUATS, and DTC DUATS, showed no
record of the pilot obtaining a weather briefing.
WRECKAGE AND IMPACT INFORMATION
responders reported that the airplane impacted a northwest-facing,
treed slope, at an elevation of approximately 7,700 feet mean sea level.
The debris field was approximately 75 feet in length and on a general
heading of west-northwest.
MEDICAL AND PATHOLOGICAL INFORMATION
Utah Office of the Medical Examiner performed an autopsy on the pilot
on February 11, 2012. The manner of death was reported as an accident
due to injuries as a result of the accident.
Bioaeronautical Science Research Laboratory, Oklahoma City, Oklahoma,
completed forensic toxicology on specimens from the pilot. The report
was negative for volatiles, cyanide, and tested drugs. The report stated
10 percent carbon monoxide was detected in the blood. Cotinine and
nicotine were also detected.
TESTS AND RESEARCH
investigator, the FAA accident coordinator, and a representative from
Cessna Aircraft Company examined the wreckage. Examination of the
recovered airframe revealed that it was separated into numerous pieces.
The right wing was separated from the fuselage and exhibited crushing
damage along the entire span of the leading edge. The right wing lift
strut remained attached to the forward spar and a fragmented portion of
the fuselage frame. The right flap was in the retracted position. The
flap actuator measured 0.15 inches which equated to a retracted
position. The aileron remained attached to its respective hinge points.
Aileron control cable continuity was established to the wing root.
The separations of the control cables at the wing root were consistent
with cuts made by recovery personnel. The fuel bladder was fragmented.
The fuel cap was secure; however the structure surrounding the fuel cap
was separated from the wing.
The left wing was separated from
the fuselage. The left wing lift strut was separated from the wing and
fuselage. The aileron was separated from the wing structure. The flap
assembly remained attached to the inboard portion of the left wing. The
fuel bladder was fractured. The fuel cap remained attached to the
upper wing surface and was in place. The outboard portion of the left
wing was not recovered (recovery personnel reported it was in a 70-foot
The aft portion of the fuselage was separated from
the forward portion of the fuselage. The vertical stabilizer and
rudder remained attached to their respective mounts. The inboard
sections of the horizontal stabilizers remained attached. The elevators
were separated from their mounts. The right elevator was fragmented
and the trim tab was separated. The elevator trim actuator was
fragmented which prevented measurement of the actuator. Flight control
cable continuity was established from the elevator and rudder control
horns forward to the cuts made by recovery personnel.
cable continuity was established from the cockpit controls to the area
of cuts made by wreckage recovery personnel. Continuity for aileron
controls was obtained throughout the aileron control chain to the left
and right wing root. The seats and seat tracks were fragmented and
separated from the fuselage. The pilot side seat engagement pin was
found engaged to a separated portion of seat track.
airspeed indicator was found separated and the airspeed needle was
observed stuck at 180 knots. The altimeter setting was observed at
30.22. Both doors were separated from the fuselage. The pitot-static
system was fragmented. The unobstructed pitot tube was intact and
separated from the wing structure.
Examination of the Teledyne
Continental Motors (TCM) IO-470-E (17) engine, serial number 088778-R,
revealed that all six cylinders remained attached to the engine
crankcase. All engine accessories remained attached to the engine with
the exception of the starter, which was separated from its mount. The
exhaust, propeller, and oil filler cap were separated. The oil sump was
crushed upwards. The top spark plugs, rocker arm covers, fuel pump, oil
pump, left and right magnetos, and throttle body fuel control were
removed. The engine crankshaft was rotated by hand using a hand tool
attached to an accessory mount pad. Rotational continuity was
established throughout the engine and valve train. Thumb compression
and suction was obtained on all six cylinders. Both magnetos produced
sparks at all posts when manually rotated. The top spark plugs were
examined and found to be consistent with worn out normal when compared
to the Champion Check-A-Plug comparison card. Light gray coloring was
noted within the electrode areas. Examination of the fuel system
revealed no contamination or anomalies. The vacuum pump drive shaft
rotated freely by hand. The vacuum pump was disassembled and the rotor
and vanes were intact and undamaged.
The propeller was separated
from the engine crankshaft propeller flange. Both propeller blades
exhibited aft bending and blade twisting and remained attached to the
propeller hub. Both propeller blades exhibited multi directional
scratching on the forward face of the blade.
No evidence of pre-impact mechanical malfunction was noted during the examination of the recovered wreckage.
ORGANIZATIONAL AND MANAGEMENT INFORMATION
to the Pilots for Christ website, “Pilots for Christ International,
Inc. is a membership organization that posts public requests, for
consideration by our member pilot's and non-pilot's regarding volunteer
urgent travel opportunities. The decision to accept and provide travel
assistance, by yourself is an individual matter between yourself and the
person(s), requesting travel. Pilots for Christ International, Inc.
offers communication, (contact, urgency of request and indemnity waiver)
assistance, only, between the requester and yourself as a pilot or
non-pilot. You must always abide by all Federal, State and local legal
requirements for operating your aircraft, and/or automobile. The
requirement to meet these licensed operating regulations is strictly
your responsibility, and is not the responsibility of Pilots for Christ
International, Inc. As a pilot or non-pilot you are not required to be
a commercial or professional individual and you are not required to
meet the same standards. You are a private individual volunteering your
aircraft, and/or automobile and time to help all those in need of
urgent transportation, within the scope of your licensed abilities.”
Aircraft Owners and Pilots Association has an online course designed to
assist volunteer pilots. The course “Public Benefit Flying: Balancing
Safety and Compassion”, can be found at