WPR12FA255

The noninstrument rated pilot was on a visual flight rules cross-country flight, headed west over mountainous terrain. He had been en route about 3 hours and was about 60 nautical miles from his destination when the accident occurred. Radar data indicated that until a few minutes before the accident, the pilot maintained a direct course west toward the destination. During the last 2 minutes of the flight, the airplane turned left to an east heading then immediately turned right, back to a west/northwest heading. The last radar return showed the airplane at an altitude of 7,600 feet mean sea level (msl) about 0.27 mile from the accident site. The airplane impacted terrain at an elevation of about 7,400 feet in a right-wing-low attitude. Weather radar showed rain/snow showers and satellite imagery showed abundant cloud cover over the accident site at the time of the accident. The cloud cover was moving from west to east and had tops about 22,000 to 23,000 feet msl. An AIRMET in the area of the accident reported mountain obscuration conditions, and the reported freezing level was about 7,500 feet. When rescue personnel arrived at the scene several hours later, they found 8 to 10 inches of snow on the ground. The airplane's flightpath and the weather data are consistent with the flight encountering snow showers and possibly reduced visibility in the vicinity of the accident site. The airplane's flight track suggests that the pilot initially turned back when he encountered the deteriorating weather but decided to proceed toward his destination when the collision with mountainous terrain occurred. Examination of the airplane's airframe and engine found no evidence of any preimpact mechanical malfunctions or failures that would have precluded normal operation. Toxicological testing of specimens from the pilot detected medications that were unlikely to have posed a significant hazard to flight safety.

The airplane was a single-engine, propeller driven, six seat airplane, with dual flight controls, which was manufactured by Piper in 1969. Its maximum takeoff gross weight was 3,400 pounds; its basic empty weight was 1,788 pounds. It was powered by a Lycoming IO-540-K1A5 reciprocating, direct drive, air-cooled, fuel injected engine, which had a maximum takeoff rating of 300 horsepower at sea level. A review of the airplane's maintenance records indicated that the last annual inspection was performed on March 19, 2012. The airframe had 5,855 hours on it at the time of the accident. The airplane was equipped with four fuel tanks, which held a told of 84 gallons. The airplane's engine burns an estimated 15 gallons per hour in cruise flight, which equates to an endurance time of 5.5 hours. According to the manufacturer, the airplane was capable of maintaining a cruise airspeed of 145 knots. The aircraft was equipped with a portable oxygen system. According to the pilot's wife, the pilot had with him a handheld GPS and his personal computer, which was GPS capable and could be used for flight navigation. On June 9, 2012, at 1232 mountain daylight time, a Piper PA-32-300, N8990N, was substantially damaged when it impacted terrain near Mountain Home, Idaho. The private pilot, the sole occupant, was fatally injured. The airplane was being operated by the pilot/owner under the provisions of 14 Code of Federal Regulations Part 91. A visual flight rules (VFR) flight plan was filed for the cross-country flight from Imperial, Nebraska, to Nampa, Idaho, but it had not been activated. The pilot stopped at Rock Springs, Wyoming, for fuel and departed from there about 3 hours before the accident. Instrument meteorological conditions prevailed at the accident site. The pilot's wife stated that he called her from Rock Springs about 0930 and reported that he was purchasing fuel for the remainder of his flight. The direct line of flight from Rock Springs to Nampa was 290 degrees for 350 nautical miles (nm). There was no record of the pilot communicating with air traffic control during the flight. Radar data identified a target identified as the accident airplane on a course parallel to the direct line of flight and approximately 3 to 5 nm north. The airplane's altitude was about 15,500 feet mean sea level (msl) within 30 minutes of taking off. Approximately 25 minutes before the accident, the airplane had descended to approximately 10,700 feet msl. The data indicated at 1228, the airplane had descended to 7,000 feet msl. For the remainder of the flight, the airplane's altitude varied from 7,400 and 7,800 feet msl. At 1230, the flight track turned left and reversed course to an east heading. Within 2 minutes it then turned back to the right to a heading of approximately 290 degrees. The last radar return was recorded at 1232:39, and showed the airplane at 7,600 feet msl about .27 miles southeast of the accident site. When the airplane did not arrive in Nampa, thepilot's wife reported it missing. Search and rescue personnel located the wreckage about 2100. Postimpact fire had consumed most of the airplane. The Elmore County Coroner's office performed an autopsy on the pilot on June 11, 2012. The FAA's Civil Aeromedical Institute (CAMI) in Oklahoma City, Oklahoma, performed toxicology tests on the pilot. The tests were negative for carbon monoxide, cyanide, and ethanol. The drugs diltiazem and warfarin were detected in urine and blood. The pilot had reported use of these drugs to the FAA. Indomethacin, a non-steroidal anti-inflammatory drug, was detected in urine and not found in blood. Glucose was detected in vitreous at 138 mg/dl and in urine at 13 mg/dl. At 1255, the weather conditions at Mountain Home Air Force Base (2,996 feet elevation), Mountain Home, located 217 degrees for 28 nm from the accident site, were as follow: wind 290 degrees at 17 knots, peak gust at 1152 from 310 degrees at 28 knots; visibility 10 statute miles; cloud condition, few at 2,000 feet, overcast at 2,700 feet; temperature 46 degrees Fahrenheit; dew point 39 degrees Fahrenheit; altimeter setting 29.99 inches of Mercury; precipitation, light rain and occasional drizzle. National Weather Service radar near Boise showed rain/snow showers over the accident site at the time of the accident. Visible and infrared satellite imagery at 1245 showed abundant cloud cover over the accident site at the accident time. The cloud cover was moving from west to east and had tops about 22,000 to 23,000 feet msl. There was an AIRMET in the area of the accident for mountain obscuration conditions, and according to an upper air sounding from Boise at 1800, the freezing level was about 7,500 feet. When rescue personnel arrived at the scene, they found 8 to 10 inches of snow on the ground. The 65-year-old pilot held a private pilot certificate with a single engine land airplane rating. His most recent third-class Federal Aviation Administration (FAA) medical certificate was issued on September 19, 2011. On the application for that certificate, he reported that he had 252 hours of flight experience with 82 of those hours in the last 6 months. He had received his private pilot license on October 4, 2010. The wreckage was found on high mountainous rolling terrain (elevation about 7,400 feet), which was grass covered with low scattered brush. The initial impact point was marked by shards of green navigation light from the right wing tip indicating that the airplane was in a right bank. A ground scar oriented on a 325-degree track ran from the initial impact point to the main wreckage approximately 265 feet away. The ground scar was about 8 to 12 inches wide. About 18 feet from the initial impact point, there was a circular area of disturbed soil and brush. The engine cowling was located about 30 feet farther along the ground scar. The ground scar continued up and over the crest of a ridge with an elevation of about 7,500 feet. The right wing's auxiliarywing tip fuel tank was found just past the ridge crest, and it exhibited no thermal damage. The fuselage came to rest inverted with its longitudinal axis on a magnetic heading of about 60 degrees, and it was consumed by fire. The tail cone and empennage had separated from the fuselage, but remained attached by wires and cables. The engine had separated from the front of the fuselage and came to rest near the tail of the airplane next to the empennage. The left wing was found inverted, bent, wrinkled, and its inboard section was heavily fire damaged. It remained connected to the fuselage only by cables and tubing. The right wing was found upright with its leading edge facing aft; it still had wire cables connecting it to the fuselage. Its leading edge exhibited aft accordion type crushing, and its inboard section was fire damaged. Both wing flaps appeared to be in the up position. Complete continuity of the flight controls could not be checked due to airframe separation and postimpact fire. The instrument panel, which included flight instrumentation, engine gauges and avionic units, was consumed by postimpact fire. Both control wheels were destroyed by fire. Both front seats were consumed by postimpact fire. Their seat frames were fragmented and not attached to their respective floor tracks. The floor tracks were destroyed by the post impact fire. An aft cabin seat was lying in the debris path adjacent to the aft fuselage and exhibited impact damage but no thermal damage. The other aft seats and their restraint systems were destroyed by fire. The airplane's engine was examined on June 14, 2012, after the wreckage was recovered. The three-bladed propeller was still attached to the engine. All three blades exhibited forward bending and showed signs of chordwise scratching, mechanical polishing, and leading edge gouges. The valve covers and the top sparkplugs were removed. The spark plugs showed normal wear as compared to the Champion Aviation Check a Plug Chart AV-27. The cylinders were borescope inspected and no anomalies were noted. The crankshaft was rotated by hand and thumb compression was established on all cylinders. Engine drive train continuity was established throughout. The fuel injectors were removed and were found to be free of debris. The fuel flow divider was opened and no anomalies noted. The left magneto was found separated from the engine with its mounting flange broken. The right magneto was still attached to the engine and also had a broken flange. Both magnetos were rotated by hand and produced spark at all leads. The oil pickup screen and fuel servo screen were both found free of debris. No evidence of any pre-impact mechanical discrepancies was found with the airplane's airframe or engine that would have prevented normal operation.