# NTSB FTW95FA075: Piper PA-24-250, N8112P, Van Horn, TX, December 27, 1994 - Type: NTSB accident investigation - Classification: Accident · Fatal · Field investigation · Final report - Date: December 27, 1994, 17:18 local (23:18 UTC) - Place: Van Horn, TX - Coordinates: 31.039363, -104.829956 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=31.0394&lon=-104.8300&mi=10 - Phase of flight: [Enroute](https://openairdocs.org/ntsb-phases/400) (OpenAirDocs' grouping) - Highest injury: Fatal - Injuries: 2 fatal - Status: Completed, report August 23, 1995 - Report: Approved by Office Director - NTSB case key (mKey): 19200 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=FTW95FA075 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/19200/pdf - Page: https://openairdocs.org/ntsb/FTW95FA075 ## Probable cause The pilot's failure to maintain proper altitude. Factors were reduced light conditions, clouds, and the pilot's premature descent. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - In flight collision with terrain/water, descent - normal - descent - premature, pilot in command (contributing factor) - proper altitude - not maintained, pilot in command (cause) - light condition - dusk (contributing factor) - weather condition - clouds (contributing factor) ## Analysis AFTER PASSING THROUGH EL PASO, TEXAS, CLASS C AIRSPACE AT 6,500 FEET MSL, THE PILOT CONTACTED THE FBO AT PECOS, TX, AND REPORTED HE WAS '20 MINUTES OUT' AND REQUESTED THAT THE FBO REMAIN THERE UNTIL HE LANDED BECAUSE HE NEEDED TO PURCHASE FUEL. THE AIRPLANE NEVER ARRIVED. THE WRECKAGE WAS LOCATED BY ELT SIGNAL THE NEXT MORNING IN HILLY TERRAIN AT THE 5,700 FOOT LEVEL, 57 MILES WEST OF PECOS. AT THE APPROXIMATE TIME OF THE ACCIDENT, DARKNESS WAS APPROACHING. WEATHER SATELLITE PHOTOGRAPHS REVEALED SOME CLOUD COVER IN THE VICINITY AND AT THE TIME OF THE ACCIDENT. ELEVATION AT THE PECOS AIRPORT WAS 2,617 FEET MSL. ## Factual narrative HISTORY OF FLIGHT On December 27, 1994, approximately 1718 central standard time, a Piper PA-24-250, N8112P, was destroyed when it collided with terrain during descent approximately 29 nautical miles north- northeast of Van Horn, Texas. The commercial pilot and passenger were fatally injured. Weather conditions at the accident site could not be determined. Family members said the pilot and his wife were returning to Llano, Texas, from a California vacation. Records indicate that at 1223 on the day of the accident, he purchased 22.1 gallons of fuel at Van Nuys, California, then flew to Tucson, Arizona, where he purchased 45.2 gallons at 1428. According to the control tower, N8112P departed at 1458. The pilot contacted El Paso, Texas, approach control, was assigned a discrete transponder code of 4666, and entered its class C airspace. At 1653, the airplane exited El Paso's airspace, was assigned transponder code 1200, and radar services were terminated. According to the fixed base operator (FBO) Pecos, Texas, the pilot contacted him "some time between 1715 and 1730" and reported he was "20 minutes out," and requested that he remain at the airport until he arrived because he needed to purchase fuel. The FBO noted that there was "a ragged 1,000 foot overcast ceiling and good visibility." This was the last known radio communication from the airplane. The airplane failed to arrive at Pecos. Homing on ELT (emergency locator transmitter) signals, a Texas Department of Public Safety helicopter crew located the wreckage the following morning about 57 miles west of Pecos. Although the pilot was instrument rated, he did not file a flight plan. METEOROLOGICAL INFORMATION Two weather satellite photographs of the west Texas area were examined. These photographs showed cloud cover in the vicinity, and at the approximate time, of the accident. WRECKAGE AND IMPACT INFORMATION Wreckage scatter was aligned on a magnetic heading of 081 degrees and extended for 210 feet. There was a ground scar, 25 feet long and 8 feet wide, on the side of the hill. At a point 71 feet from this scar was the right wing tip. At the 180 foot point was a second ground scar measuring 17 feet long and 10 feet wide. The airplane was found inverted 210 feet from the first ground scar. On the evening following the accident, it was noted that darkness was approaching at the approximate time of the accident. It was also noted that at the accident site, no ground lights were observed. The accident site was situated in an uninhabited area of rolling hills. MEDICAL AND PATHOLOGICAL INFORMATION An autopsy was performed by the El Paso Mortuary Service. Toxicology protocol, conducted by FAA's Civil Aeromedical Institute, was negative for drugs and alcohol. TESTS AND RESEARCH NTAP (National Track Analysis Program) data retrieved from the Albuquerque, New Mexico, Air Route Traffic Control Center (ARTCC) showed N8112P tracking outbound from the El Paso (ELP) Vortac on V66-198. Radar contact was lost in the vicinity of the Hudspeth (HUP) Vortac when the airplane was at an encoded altitude of 6,500 feet MSL. Evidence indicates the airplane was tracking outbound on V-66 when it collided with a hill at the 5700-foot level, about 39 n.m. east of the Hudspeth Vortac and 54 n.m. miles west of the Pecos Vortac. Elevation at the Pecos Airport is 2,617 feet MSL. The digital radios installed in N8112P were later tested. When electrical power was applied, the active frequency for the number 1 navigation receiver was blank and the standby frequency was 115.0 mHz (Hudspeth Vortac). The active frequency on the number 2 navigation receiver was 111.9 mHz and the standby frequency was 115.0 mHz. One of the LED display bars in the active frequency window was inoperative. Technicians said it was possible that the frequency displayed was actually 111.8 mHz, the Pecos Vortac frequency. The DME (distance measuring equipment) was found coupled to the number 2 navigation receiver. ADDITIONAL INFORMATION The wreckage was released to the pilot's representative on December 29, 1994. ## Aircraft - Registration: [N8112P](https://openairdocs.org/deregistered/N8112P-1997-02-20), registration cancelled 1997-02-20, S/N 243362 (OpenAirDocs) - Reported make and model: PIPER PA-24-250 - Registry model: [Piper PA-24](https://openairdocs.org/model/piper-pa-24) (registry code 7102402) (OpenAirDocs) - Category: Airplane - Serial number: 3362 - Airframe hours: 4468 - Engines: LYCOMING O-540-A1D5 250 horsepower reciprocating - Damage: Destroyed - Flight: Personal, Part 91 - Registered owner: M.E. Gould & W.C. Ingram - Airworthiness certificate: Standard, Normal - Last inspection: Annual, December 7, 1994, 17 hours before - Departed: TUC, TUCSON, AZ - Destination: PEQ, PECOS, TX ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 35; commercial; airplane ratings: multi-engine land, single-engine land; instrument ratings: airplane; medical: class 2, valid medical--w/ waivers/lim; seat: left; toxicology performed; flight hours: 2,001 total, 1,508 in this make and model, 1,253 as pilot in command, 48 in the last 90 days, 10 in the last 30 days, 6 in the last 24 hours ## Weather - Conditions: Dusk - Wind: 300° at 3 knots - Visibility: 20 statute miles - Lowest ceiling: 4,800 ft broken - Temperature: 48 °F, dew point 43 °F - Altimeter: 30.00 inHg - Observed at: ELP, 92 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 19941227042949A](https://openairdocs.org/incident/19941227042949A), Dec 27, 1994: Piper PA24250, Van Horn, TX, Destroyed, 2 fatal. Flew into mountainside en route to gas stop. Overcast and dark in area. No ground lights. Low clouds at gas stop. 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.