# NTSB DEN03FA045: Piper PA-46-500TP, N522RF, Albuquerque, NM, March 8, 2003 - Type: NTSB accident investigation - Classification: Accident · Fatal · Field investigation · Final report - Date: March 7, 2003, 19:18 local (Mar 8, 2003, 02:18 UTC) - Place: Albuquerque, NM - Coordinates: 35.16611, -106.770835 - Nearby events: https://openairdocs.org/map.md?lat=35.1661&lon=-106.7708&mi=10 - Phase of flight: [Approach](https://openairdocs.org/ntsb-phases/500) (OpenAirDocs' grouping) - Highest injury: Fatal - Injuries: 3 fatal - Status: Completed, report February 24, 2005 - Report: Approved by Office Director - Parties: FAA FSDO, The New Piper Aircraft, Inc. - NTSB case key (mKey): 56604 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=DEN03FA045 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/56604/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=56604 - Page: https://openairdocs.org/ntsb/DEN03FA045 ## Probable cause The pilot's unstabilized approach and his failure to maintain obstacle clearance. Contributing factors were the dark night light condition, and the static wires. ## Analysis The pilot was performing a night, VFR traffic pattern, to a full stop at a non-towered airport in a turboprop aircraft. He entered the traffic pattern (6,800 feet; 1,000 feet AGL) on an extended down wind; radar data indicated that his ground-speed was 205 knots. Over the next 3 nautical miles on down wind, radar data indicated that he slowed to a ground-speed of 171 knots, lost approximately 500 feet of altitude, and reduced his parallel distance from the runway from 4,775 feet to 2,775 feet. Witnesses said that his radio transmissions on CTAF appeared normal. The two witnesses observed a bright blue flash, followed by a loss of contact with the airplane. Rescue personnel found a broken and downed static wire from a system of three sets of power transmission wires. The dark night precluded ground rescue personnel from locating the downed aircraft; a police helicopter found the airplane approximately 2 hours after the accident. The pilot had recently completed his factory approved annual flight training. His flight instructor said that the pilot was taught to fly a VFR traffic pattern at 1,500 feet AGL (or 500 feet above piston powered aircraft), enter the down wind leg from a 45 degree leg, and fly parallel to the down wind approximately 1 to 1.5 nautical miles separation from it. His speed on downwind should have been 145 to 150 knots indicated, with 90 to 95 knots on final for a stabilized approach. The flight instructor said that the base turn should be at a maximum bank angle of 30 degrees. Radar data indicates that the pilot was in a maximum descent, while turning base to final, of 1,800 to 1,900 feet per minute with an airspeed on final of 145 to 150 knots. His maximum bank angle during this turn was calculated to have been more than 70 degrees. The separated static wire was located 8,266.5 feet from the runway threshold, and was approximately 30 feet higher than the threshold. Post-accident examinations of the airplane and its engine revealed no anomalies which would have precluded normal operations prior to impact. ## Factual narrative HISTORY OF FLIGHT On March 7, 2003, at 1918 mountain standard time, a Piper PA-46-500TP, N522RF, was destroyed when it impacted terrain near Double Eagle II Airport (AEG), Albuquerque, New Mexico. The instrument rated private pilot and his two passengers were fatally injured. The pilot/owner was operating the airplane under the provisions of Title 14 CFR Part 91. Night, visual meteorological conditions prevailed for the personal, cross-country flight that originated from Scottsdale, Arizona, 1 hour, 12 minutes before the accident. The pilot canceled his IFR flight plan at 1911:31, and was flying a VFR traffic pattern for a full stop landing at a non-towered airport. The pilot had his airplane topped-off with 120 gallons of Jet-A at Double Eagle II Airport, at 1400, on the day of the accident. His first flight plan indicated that he requested a departure time from Double Eagle II Airport, with a business associate, at 1615. He flew the 270 nautical miles (nm) to Scottsdale, Arizona, on an IFR flight plan; he had requested an altitude of 24,000 feet, and gave a time en route of 1 hour and 25 minutes. He picked up his son, and according to Scottsdale Airport Air Traffic Control (tower), he departed on his return trip at 1806. Radar data from Albuquerque ARTCC (Air Route Traffic Control Center), indicates that the airplane began descending from 25,000 feet (cruise altitude) at 1900:18. At approximately 1911, the pilot canceled his IFR flight plan, and changed his transponder from a discrete code of 4271 to 1200, a non-discrete code. Witnesses said that they heard the pilot announce his position on CTAF (Common Traffic Advisory Frequency) as 8 miles south-west of the airport. He said that he was "entering an extended right downwind to runway 22, full stop at Double Eagle." The two witnesses were in a Cessna 172, departing upwind from a touch-and-go landing. The witness who was flying radioed that he would extend his upwind to give the pilot pattern spacing. The pilot responded with, "that won't be necessary, I'm a lot faster." The witness-pilot said that the pilot told him to "go ahead and start your right crosswind." The witness-pilot said that as he leveled off on downwind, it appeared that the airplane was at the same pattern altitude, or 6,800 feet. He said that he continued on the downwind, and at about midfield, he heard the airplane call turning base leg, which was the last communication he heard from the pilot. Moments later, he observed a "bright blue flash." After that it was completely dark, no strobe light, and no fire. The two witnesses and two maintenance men went to the accident scene to locate the missing airplane. One searcher said that he walked within 100 yards of the airplane's location, but could not see it. He said that it was a very dark night. A police helicopter came to assist in the search, and located the airplane at approximately 2115. PERSONNEL INFORMATION The pilot held a private pilot certificate with airplane single engine land and instrument rating. He was issued a third class airman's medical certificate on February 25, 2002. The medical contained no waivers or limitations. According to the pilot's logbook, he had received his complex airplane and high performance airplane endorsements on March 29, 2000. In December of 2001, he completed his factory approved Malibu/Meridian initial training, and received his high altitude operations endorsement. On November 14, 2002, he successfully accomplished a flight review in the accident airplane. In February 2003, the pilot requested that his factory approved Meridian annual review training, provided by Simcom International, Inc., be given to him at Double Eagle II Airport. The instructor came from Florida, and spent one day doing ground training and two days of flight training (approximately 5 hours). The flight instructor remarked that the pilot had good basic piloting skills, however, he had a tendency to push the envelope. He was also very resistant to guidance offered by the flight instructor and was not very "attentive to detail." According to the pilot's logbook, he had logged approximately 1,221 hours total flight time when the accident occurred. He had logged approximately 142 of these hours during the previous six months. AIRCRAFT INFORMATION The airplane was a single engine, six seat, pressurized aircraft, which was manufactured by The New Piper Aircraft, Inc., in 2001. The airplane had a maximum takeoff gross weight of 4,850 pounds. A weight and balance data record, dated December 12, 2001, indicated that the airplane's basic empty weight was 3,445.4 pounds. With full fuel (1,139 pounds) the airplane had a useful load of 265.6 pounds. The airplane was powered by a Pratt & Whitney PT6A-42A, turboprop reverse-flow, annular engine with a four-bladed, constant-speed, full-feathering, reversible-pitch propeller, which was rated for 500 shaft horsepower. Maintenance records indicate an Event 1 Inspection was completed on December 31, 2002, and the airplane had flown 308.4 hours at that time. The pilot flew the airplane an additional 57 hours prior to the accident. The airplane's six fuel tanks held 173 gallons of Jet A fuel, of which 170 gallons was usable. The airplane manufacturer's data sheet states it had 4.2 hours of endurance, if it was fully fueled, performed a full power climb to 30,000 feet, cruised at maximum power and descended, and it would have a 45 minute reserve remaining. The airplane manufacturer's maintenance manual states, "the fuel system is designed to minimize complexities inherent to most aircraft fuel systems." The system is designed to draw fuel from both wings simultaneously, and keep each side balanced by weight. Each wing has an airframe mounted inline electric boost pump, to provide, in unison, emergency back up for the engine driven pump, boost pressure for starting, and vapor suppression at high altitudes. These pumps are controlled by a three-position switch located on the left overhead panel with selections: MAN, OFF, and AUTO. In cruise flight, the Pilot Operating Handbook indicates that the pumps should be in AUTO. A pressure switch would activate both pumps automatically if the fuel pressure from the engine driven pump drops below 9 psig, and they remain activated until the pressure increases to 12 psig. Additionally, the Pilot Operating Handbook indicates, in the BEFORE LANDING check list, that the fuel pump control switch should be put in the MAN position for landing. The airplane is equipped with a red "FUEL PRESSURE" enunciator light, which will illuminate and inform the pilot anytime fuel pressure drops below 9 psig. The airplane's Pilot's Operating Handbook states that the airplane's Maximum Operating Speed [the speed limit that may not be exceeded at any time] was 187 knots calibrated airspeed. METEOROLOGICAL INFORMATION At 1905, the weather conditions at Double Eagle II Airport (elevation 5,837 feet), were as follow: wind 160 degrees, at 4 knots; visibility 10 statute miles; sky condition clear; temperature 4 degrees Celsius (C); dew point minus 7 degrees C; altimeter setting 29.91 inches. The official sunset on March 7, 2003, at Albuquerque, New Mexico, occurred at 1807, and the end of civil twilight occurred at 1832. The moon rose at 0855 on March 7th and set at 2233 the same day. It was a waxing crescent with 19% of the visible disk illuminated. AIRPORT INFORMATION The Double Eagle II Airport (elevation 5,837 feet), Albuquerque, New Mexico, is not serviced by a control tower. The airport has two runways: 22-04 which is 7,400 feet long, and 35-17 which is 5,999 feet long. Runway 22 has an Instrument Landing System (ILS; 110.1 MHz) with a Medium Intensity Approach Lighting System with Runway Alignment Indicator (MALSR). Runway 22 is not equipped with any visual glide slope indicators such as a Visual Approach Slop ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - In flight collision with object, approach - vfr pattern - base turn - - object - wire,transmission (contributing factor) - light condition - dark night (contributing factor) - In flight collision with terrain/water, descent - uncontrolled - terrain condition - open field ## Aircraft - Registration: [N522RF](https://openairdocs.org/deregistered/N522RF-2003-10-11), registration cancelled 2003-10-11, S/N 4697119, built 2001 (OpenAirDocs) - Reported make and model: Piper PA-46-500TP - Registry model: [Piper PA46-500TP](https://openairdocs.org/model/piper-pa46-500tp) (registry code 7104622) (OpenAirDocs) - Registry engine: [Pratt & Whitney Canada PT6A-42](https://openairdocs.org/engine/pratt-whitney-canada-pt6a-42) (registry code 52062, turbo-prop) (OpenAirDocs) - Category: Airplane - Serial number: 4697119 - Airframe hours: 365 - Engines: Pratt & Whitney Canada PT6A-42 500 horsepower turbo prop - Damage: Destroyed - Flight: Personal, Part 91 - Airworthiness certificate: Standard, Normal - Last inspection: 100 hour, December 31, 2002, 57 hours before - Departed: SDL, Scottsdale, AZ - Destination: AEG, Albuquerque, NM - Flight plan: IFR - Airport: AEG, Double Eagle II, runway 22, 7,400 × 100 ft, asphalt ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 43; injuries: fatal; private; airplane ratings: single-engine land; instrument ratings: airplane; medical: class 3, valid medical--no waivers/lim.; last flight review November 14, 2002; seat: left; toxicology performed; flight hours: 1,200 total, 77 in the last 90 days, 27 in the last 30 days, 2 in the last 24 hours ## Weather - Conditions: Visual (VMC), Night - Wind: 160° at 4 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 39 °F, dew point 19 °F - Altimeter: 29.90 inHg - Observed at: AEG, 2 nm away ## FAA reports on this event (1) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Accident 20030307004889A](https://openairdocs.org/incident/20030307004889A), Mar 7, 2003: Piper PA46500TP, Albuquerque, NM, Destroyed, 3 fatal. (-23) On March 7, 2003, at 1918 mt, a Piper PA-46-500TP, N522RF, was destroyed during impact with terrain near Double Eagle II Airport, Albuquerque, new… ## Docket (34 files) The files NTSB released with the investigation on January 18, 2005, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=56604. 38.6 MB in all. - Supplement S (item 1, .PDF, 24 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40224083&FileExtension=.PDF&FileName=Supplement%20S-Master.PDF - Witness Statements (item 2, .PDF, 227 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40357095&FileExtension=.PDF&FileName=Witness%20Statements-Redacted.PDF - Wreckage Diagram (item 3, .PDF, 52 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40357096&FileExtension=.PDF&FileName=Wreckage%20Diagram-Redacted.PDF - Weather Reports (item 4, .PDF, 1.7 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40357097&FileExtension=.PDF&FileName=Weather%20Reports-Redacted.PDF - Reports from Federal Agencies (item 5, .PDF, 9.3 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40357098&FileExtension=.PDF&FileName=Reports%20from%20Federal%20Agencies-Redacted.PDF - Local Agency Report (item 6, .PDF, 189 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40357099&FileExtension=.PDF&FileName=Local%20Agency%20Report-Redacted.PDF - Post Accident Studies and Research (item 7, .PDF, 332 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40357103&FileExtension=.PDF&FileName=Post%20Accident%20Studies%20and%20Research-Redacted.PDF - Post Accident Studies and Research (item 8, .PDF, 9.5 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40357102&FileExtension=.PDF&FileName=Post%20Accident%20Studies%20and%20Research-Redacted.PDF - Other Pertinent Information (item 9, .PDF, 2.3 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40357105&FileExtension=.PDF&FileName=Other%20Pertinent%20Information-Redacted.PDF - Statement of Party Representatives to NTSB Investigation (item 10, .PDF, 52 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40357106&FileExtension=.PDF&FileName=Statement%20of%20Party%20Representatives%20to%20NTSB%20Investigation-Redacted.PDF - Release of Aircraft Wreckage, NTSB Form 6120.15 (item 11, .PDF, 33 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40357108&FileExtension=.PDF&FileName=Release%20of%20Aircraft%20Wreckage,%20NTSB%20Form%206120.15-Redacted.PDF - Toxicological Report (item 12, .PDF, 46 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40357100&FileExtension=.PDF&FileName=Toxicological%20Report-Redacted.PDF - Photo 1: Main Fuselage with its right wing and power wires. (item 13, .PDF, 710 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40224099&FileExtension=.PDF&FileName=Photo%201%3A%20Main%20Fuselage%20with%20its%20right%20wing%20and%20power%20wires.-Master.PDF - Photo 2: Main Fuselage with right wing and power wires. (item 14, .PDF, 695 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40224100&FileExtension=.PDF&FileName=Photo%202%3A%20Main%20Fuselage%20with%20right%20wing%20and%20power%20wires.-Master.PDF - Photo 3: Right rear with left wing facing opposite, note rudder wedged right, plus left horizontal inverted. (item 15, .PDF, 717 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40224101&FileExtension=.PDF&FileName=Photo%203%3A%20Right%20rear%20with%20left%20wing%20facing%20opposite,%20note%20rudder%20wedged%20right,%20plus%20left%20horizontal%20inverted.-Master.PDF - Photo 4: Left wing with damage. (item 16, .PDF, 678 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40224102&FileExtension=.PDF&FileName=Photo%204%3A%20Left%20wing%20with%20damage.-Master.PDF - Photo 5: Main fuselage with engine, note the direction of the two seats. (item 17, .PDF, 721 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40224105&FileExtension=.PDF&FileName=Photo%205%3A%20Main%20fuselage%20with%20engine,%20note%20the%20direction%20of%20the%20two%20seats.-Master.PDF - Photo 6: The power lever. (item 18, .PDF, 695 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40224106&FileExtension=.PDF&FileName=Photo%206%3A%20The%20power%20lever.-Master.PDF - Photo 7: Engine (item 19, .PDF, 742 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40224107&FileExtension=.PDF&FileName=Photo%207%3A%20Engine-Master.PDF - Photo 8: Right wing with landing gear down and locked. (item 20, .PDF, 719 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40224110&FileExtension=.PDF&FileName=Photo%208%3A%20Right%20wing%20with%20landing%20gear%20down%20and%20locked.-Master.PDF - Photo 9: Right wing. (item 21, .PDF, 711 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40224111&FileExtension=.PDF&FileName=Photo%209%3A%20Right%20wing.-Master.PDF - Photo 10: Right wing with right horizontal. (item 22, .PDF, 702 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40224112&FileExtension=.PDF&FileName=Photo%2010%3A%20Right%20wing%20with%20right%20horizontal.-Master.PDF - Photo 11: Main impact crater looking towards right wing. (item 23, .PDF, 707 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40224113&FileExtension=.PDF&FileName=Photo%2011%3A%20Main%20impact%20crater%20looking%20towards%20right%20wing.-Master.PDF - Photo 12: Empennage with vertical stabilizer and rudder, note wrinkles in fuselage. (item 24, .PDF, 701 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40224114&FileExtension=.PDF&FileName=Photo%2012%3A%20Empennage%20with%20vertical%20stabilizer%20and%20rudder,%20note%20wrinkles%20in%20fuselage.-Master.PDF - Photo 13: Top of vertical stabilizer with right wedged rudder, note scratches and silver transfer material. (item 25, .PDF, 708 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40224115&FileExtension=.PDF&FileName=Photo%2013%3A%20Top%20of%20vertical%20stabilizer%20with%20right%20wedged%20rudder,%20note%20scratches%20and%20silver%20transfer%20material.-Master.PDF - Photo 14: Top of vertical stabilizer with wedged right rudder, note scratches and silver transfer material. (item 26, .PDF, 710 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40224116&FileExtension=.PDF&FileName=Photo%2014%3A%20Top%20of%20vertical%20stabilizer%20with%20wedged%20right%20rudder,%20note%20scratches%20and%20silver%20transfer%20material.-Master.PDF - Photo 15: Top of vertical stabilizer with scratches and transfer material. (item 27, .PDF, 689 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40224117&FileExtension=.PDF&FileName=Photo%2015%3A%20Top%20of%20vertical%20stabilizer%20with%20scratches%20and%20transfer%20material.-Master.PDF - Photo 16: The dorsal-vertical separation from the empennage. (item 28, .PDF, 720 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40224118&FileExtension=.PDF&FileName=Photo%2016%3A%20The%20dorsal-vertical%20separation%20from%20the%20empennage.-Master.PDF - Photo 17: The dorsal-vertical separation from the empennage. (item 29, .PDF, 687 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40224119&FileExtension=.PDF&FileName=Photo%2017%3A%20The%20dorsal-vertical%20separation%20from%20the%20empennage.-Master.PDF - Photo 18: Propeller with all 4 blades. (item 30, .PDF, 754 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40224120&FileExtension=.PDF&FileName=Photo%2018%3A%20Propeller%20with%20all%204%20blades.-Master.PDF - Photo 19: Propeller cylinder. (item 31, .PDF, 708 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40224121&FileExtension=.PDF&FileName=Photo%2019%3A%20Propeller%20cylinder.-Master.PDF - Photo 20: All four propeller blades. (item 32, .PDF, 493 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40224122&FileExtension=.PDF&FileName=Photo%2020%3A%20All%20four%20propeller%20blades.-Master.PDF - Photo 21: See the missing material from the blade. (item 33, .PDF, 498 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40224176&FileExtension=.PDF&FileName=Photo%2021%3A%20See%20the%20missing%20material%20from%20the%20blade.-Master.PDF - Photo 22: Propeller blades. (item 34, .PDF, 475 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40224177&FileExtension=.PDF&FileName=Photo%2022%3A%20Propeller%20blades.-Master.PDF From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.