# NTSB FTW97LA236: Piper PA-28-140, N6306R, Leadville, CO, June 27, 1997 - Type: NTSB accident investigation - Classification: Accident · Minor injuries · Limited investigation · Final report - Date: June 26, 1997, 18:15 local (Jun 27, 1997, 00:15 UTC) - Place: Leadville, CO - Coordinates: 39.239253, -106.290512 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=39.2393&lon=-106.2905&mi=10 - Phase of flight: [Enroute](https://openairdocs.org/ntsb-phases/400) (OpenAirDocs' grouping) - Highest injury: Minor injuries - Injuries: 1 minor - Status: Completed, report December 15, 1997 - Report: Approved by Office Director - NTSB case key (mKey): 20254 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=FTW97LA236 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/20254/pdf - Page: https://openairdocs.org/ntsb/FTW97LA236 ## Probable cause an attempt by the pilot to fly the aircraft over mountainous terrain in a regime that was beyond its climb performance limit. High density altitude was a related factor. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - In flight collision with terrain/water, climb - to cruise - aircraft performance,climb capability - planning/decision - improper, pilot in command (cause) - terrain condition - mountainous/hilly (contributing factor) - weather condition - high density altitude (contributing factor) ## Analysis While on a cross-country ferry flight to deliver the aircraft to its new owner, the pilot attempted to fly through a mountain pass, which was 12,095 feet above mean sea level (msl). He climbed the aircraft to 12,000 feet msl and said the aircraft would not maintain speed or better than 2,350 engine rpm (2,600 rpm is maximum), and it settled at a rate of 75 to 150 feet per minute. The temperature at that altitude was 54 degrees Fahrenheit (F). A forced landing was made, and the aircraft nosed over and came to rest on its back. The pilot received minor injuries and hiked to the nearest road, where he obtained help and was taken to a local hospital. According to the aircraft climb performance chart, 12,000 feet msl and 54 degrees F is outside the chart limits, thus placing the aircraft outside the climb performance flight envelope. Following the accident and recovery of the aircraft, inspection of the engine revealed the engine could be operated. Two test runs were conducted, and the engine performed to its maximum capability for the temperature and altitude present at the time of the engine runs. ## Factual narrative On June 26, 1997, at 1815 mountain daylight time, a Piper PA-28-140, N6306R, impacted terrain at 11,300 feet above mean sea level (msl) north of Independence Pass near Leadville, Colorado. The commercial pilot received minor injuries and the aircraft sustained substantial damage. Visual meteorological conditions prevailed for this ferry flight operating under Title 14 CFR Part 91 and no flight plan was filed. The flight departed Mineola Wisener Field, Texas (3F9) at 1205 mountain daylight time and made a fuel stop at Cluck Airfield, Gruver, Texas, departing that facility at 1550. According to the pilot's statement, and information gained in telephone interviews with the pilot, the aircraft broker, and the new owner, the flight was a ferry flight to deliver the aircraft to the new owner in Anniston, Connecticut. According to the broker in Texas, who handled the transaction, the pilot said he was going to Nashville, Tennessee, on the first leg of his flight. Both the broker and the new owner were surprised when the aircraft ended up near Leadville, Colorado. The pilot said he was going to Aspen, Colorado, to visit a friend. In his statement, the pilot said he climbed to 12,000 feet above mean sea level (msl) in preparation for crossing Independence Pass (elevation 12,095 feet msl) but the aircraft would not maintain that altitude and the engine rpm decreased from 2,600 rpm to 2,350 revolutions per minute. He said the aircraft descended at 75 to 150 feet per minute. When reading his map, the pilot said he interpreted it to show an open area ahead of him where he could reverse course. This did not turn out to be the case, and made an off air field forced landing a necessity. According to the pilot, when he touched down, shrubbery forced the nose down and the aircraft nosed over and came to rest on its back. The pilot said he exited the aircraft and walked to the highway where he caught a ride into Aspen and went to the hospital. He was treated for minor cuts and released. Examination of the aircraft following recovery provided evidence of damage to the propeller, crushing to the top of the cowl, top of the fuselage above the cockpit, upper surface of the outer wings, and the top of the vertical stabilizer. A review of performance information was conducted based on the known altitude of 11,300 feet msl, reported aircraft weight of 1,623 pounds, and reported temperature of 54 degrees Fahrenheit (F). According to the attached PA-28-140 climb performance chart, a temperature of 54 degrees F at 11,000 feet msl is off the top of the chart thus making it impossible to calculate climb performance capability. According to Piper Aircraft, the PA-28-140 is no longer in the flight envelope under those conditions and will not be capable of maintaining altitude. In addition, Piper safety personnel and Lycoming engine personnel, said it is normal for rpm to bleed off under those conditions of decreased power available and propeller loading. Following recovery of the aircraft and examination of the engine, it was found that the engine was not damaged and could be run. The engine was run, mounted on the airframe using normal aircraft fuel feed. It was run with a substitute propeller and the original propeller. On both engine runs, the engine performed in a normal fashion and produced maximum static rpm for the temperature and altitude present. ## Aircraft - Registration: [N6306R](https://openairdocs.org/deregistered/N6306R-2013-04-29), registration cancelled 2013-04-29, S/N 28-21471, built 1966 (OpenAirDocs) - Reported make and model: Piper PA-28-140 - Registry model: [Piper PA-28-140](https://openairdocs.org/model/piper-pa-28-140) (registry code 7102802) (OpenAirDocs) - Registry engine: [Lycoming 0-320 series](https://openairdocs.org/engine/lycoming-0-320-series) (registry code 41508, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 28-21471 - Airframe hours: 3830 - Engines: Lycoming O-320-E2A 150 horsepower reciprocating - Damage: Substantial damage - Flight: Ferry, Part 91 - Operator: Michael S. Luther - Registered owner: Stafford Construction Co. - Airworthiness certificate: Standard, Normal - Last inspection: Annual, June 20, 1997, 7 hours before - Departed: 2E3, GROVER, TX - Destination: ASE, ASPEN, CO ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 31; commercial, flight instructor; airplane ratings: multi-engine land, single-engine land; instrument ratings: airplane; medical: class 1, valid medical--no waivers/lim.; seat: left; flight hours: 1,073 total, 36 in this make and model, 609 as pilot in command, 62 in the last 90 days, 48 in the last 30 days, 7 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: 270° at 4 knots - Visibility: 30 statute miles - Lowest ceiling: none - Temperature: 61 °F, dew point 28 °F - Altimeter: 30.00 inHg - Observed at: ASE, 30 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 19970626047589A](https://openairdocs.org/incident/19970626047589A), Jun 26, 1997: Piper PA28140, Leadville, CO, Substantial damage. (-16) The pilot has chosen to decline giving information to anyone except through his attorney. So little is known about the facts. [privacy data omitted] 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.