WPR11FA082

The non-instrument-rated pilot's decision to continue visual flight in instrument or marginal visual meteorological conditions in mountainous terrain, which resulted in controlled flight into terrain. Contributing to the accident was the pilot's lack of preflight planning to ensure that appropriate weather and terrain avoidance options remained available to him.

The non-instrument-rated pilot and two passengers departed their home state of Texas in the single-engine airplane, bound for an airport in mountainous terrain in Idaho. No records of telephone or computer contact by the pilot to either obtain preflight weather briefings or file any flight plans were located. There were no records of contact with air traffic controllers for any portion of the multi-leg flight. About 54 hours after the airplane’s departure from Texas, an overflying airliner detected and reported a 121.5-MHz emergency locator transmitter (ELT) signal. About 24 hours later, the wreckage was located by search personnel on a ridge at an elevation of about 11,700 feet. Detailed examination of the engine, propeller, and airframe did not reveal any preexisting mechanical deficiencies or failures that would have precluded normal operation. All damage patterns were consistent with controlled flight into terrain. AIRMETs for mountain obscuration, icing, and turbulence were in effect for the accident locale at the time of the accident. Ground- and satellite-based meteorological information indicated that instrument meteorological conditions and icing likely existed at the time and location of the accident. The accident occurred on the second leg of the second day of the trip. The majority of the 2-hour accident flight leg was conducted at 12,500 feet. Although the airplane was equipped with and the pilot had access to supplemental oxygen, it could not be determined whether he used it during the accident flight. Review of data from an onboard handheld global positioning system (GPS) unit indicated that, except for the accident flight, each leg of the trip was flown on a direct, straight-line route between the departure and destination airport. Flight track data indicated that, during the last 4 minutes of the accident flight, the airplane conducted a series of turning descents and climbs consistent with the pilot's likely attempt to navigate in and around weather in the mountainous terrain. The GPS unit incorporated a terrain database and terrain advisory features. The Sectional Aeronautical Chart maximum elevation figure (MEF) for the quadrangle that the accident occurred in was 12,800 feet. It could not be determined whether the pilot referenced, possessed, or used any sectional charts for the flight or whether he was aware of the published MEF. Although it would not have aided the airplane occupants in this case, if the airplane had been equipped with a 406-MHz ELT, it is likely that the time and resources expended to locate the wreckage would have been significantly reduced.

HISTORY OF FLIGHT On December 24, 2010, about 1600 mountain standard time (MST), the wreckage of a Commander 114B, N799RS, was located by Civil Air Patrol searchers in the Wind River mountain range, about 20 miles southwest of Lander, Wyoming. Based on recorded radar and GPS data, the accident likely occured about 1145 on December 22, 2010. The owner/pilot and two passengers were fatally injured. The personal flight was operated under the provisions of Title 14 Code of Federal Regulations (CFR) Part 91, and no flight plan was filed. In addition, no overdue, or missing, aircraft reports regarding the airplane were received. The search for the airplane was prompted by reports of emergency locator transmitter (ELT) signals received by overflying aircraft. The first signal was reported to the Federal Aviation Administration (FAA) Air Route Traffic Control Center (ARTCC) in Salt Lake City, Utah, about 1653 MST on December 23, 2010. According to personnel from Salt Lake ARTCC (ZLC), no air traffic services were provided to the airplane. According to Lockheed Martin Flight Service (LMFS) personnel, a review of LMFS records from November 12, 2010, to December 23, 2010, indicated that no services had been provided for the accident pilot or airplane. An LMFS check with the two Direct User Access Terminal Services (DUATS) providers also indicated that no services had been provided for the accident pilot or airplane during that same period. Information provided by the airport and a rental car company indicated that the pilot made hangar and rental car reservations several weeks before the accident. The pilot's intended final destination was Driggs-Reed Memorial Airport (DIJ), Driggs Idaho, with a planned arrival date of December 22, 2010. Although not actively worked by FAA air traffic control (ATC), post-accident review of ground-based radar tracking facility data indicated that the airplane was captured and tracked via its transponder returns. The transponder beacon code was set to 1200 for the duration of the flight. A handheld global positioning system (GPS) unit was recovered from the wreckage. Data extracted from the Garmin GPSMap 696 indicated that on December 21, 2010, the airplane departed from its base at Jasper County-Bell Airport (JAS), Jasper, Texas, and flew for 4 hours 31 minutes to Dalhart Municipal Airport (DHT), Dalhart, Texas. That same day it departed DHT and flew for 2 hours 12 minutes to Fort Collins-Loveland Municipal airport (FNL), Fort Collins/Loveland, Colorado. The last GPS data point for that leg was recorded at 1906, when the airplane was about 3 miles southeast of FNL. Records indicated that the airplane was fueled with 25 gallons at FNL. About 0937 on December 22, the airplane departed FNL on the accident flight. The airplane climbed to about 12,500 feet above mean sea level (msl; all altitudes are msl unless noted otherwise) and tracked northwest on a direct track towards DIJ. About 45 minutes after takeoff, the airplane descended gradually to about 11,500 feet, leveled for about 10 minutes, and then descended to about 11,000 feet. It then climbed back to about 12,500 feet, where it remained for about 50 minutes. About 2 hours 5 minutes after takeoff, the airplane began a series of descents and climbs, reversed course twice, and then began a climbing right turn to the northeast. The final GPS data point was recorded about 1145, about 1/2 mile west of the impact location, with a GPS altitude of 11,599 feet. The GPS and ATC flight track data were essentially congruent. The pilot and two passengers were recovered on December 25, 2010. Due to terrain elevation, topography, and seasonal conditions, the wreckage was recovered on July 27, 2011. PERSONNEL INFORMATION According to FAA records, the pilot held a private pilot certificate, issued in October 2005, with an airplane single-engine land rating. He did not hold an instrument rating. His most recent FAA third-class medical certificate was issued in June 2006. The pilot's July 2010 aircraft insurance application indicated that he had a total flight experience of 710 hours, which included 456 hours in the accident airplane make and model. The investigation was unable to locate any pilot logbooks or other personal records of his flight experience. An operations staff member at JAS stated that it seemed to be common knowledge among airport personnel (staff, airplane owners, and other pilots) that although the pilot was not instrument rated, he frequently filed instrument flight plans, and operated in instrument meteorological conditions (IMC). The operations staff member had heard other pilots complain about the pilot's flying habits in the vicinity of JAS, and in particular when IMC existed at JAS. The investigation was unable to obtain additional details regarding those observations. An autopsy conducted under the auspices of the Fremont County Wyoming Coroner's Office indicated that the pilot's death was a result of "multiple blunt force injuries." The forensic toxicology examination report stated that with the exception of caffeine, no carbon monoxide, cyanide, ethanol, or any other screened drugs were detected. The FAA Civil Aeromedical Institute toxicology examination reported that with the exception of acetaminophen, no carbon monoxide, cyanide, ethanol, or any other screened drugs were detected. AIRCRAFT INFORMATION According to FAA and manufacturer information, the airplane was manufactured in 1998 as serial number 14658, and was first registered to the pilot in August 2007. It was equipped with a normally-aspirated Lycoming IO-540 series engine. The airplane was equipped with two fuel tanks that had a total capacity of 70 gallons, of which 68 were useable. Maximum takeoff weight was 3,250 pounds. Climb and cruise performance data was published for altitudes up to and including 14,000 feet pressure altitude. The airplane was not approved for flight into known icing. Examination of the airplane maintenance records revealed that the engine was removed from the airplane in June 2008 in order to comply with an FAA airworthiness directive (AD) regarding the crankshaft. Compliance with the AD and Lycoming Service Bulletin SB569A was completed on July 22, 2008, when the engine was reinstalled in the airplane. The records indicated that the airplane and engine had accumulated a total time in service (TT) of 651.3 hours at the time the engine was removed for compliance with the AD. The most recent altimeter/encoder/static system check was completed in March 2007, when the airplane had a TT of 487.7 hours. The FAA mandatory inspection interval for those systems is 2 years. The most recent annual inspection was completed in June 2010, when the airplane had a TT of 963.3 hours. The most recent maintenance record entry was for an oil change dated November 5, 2010, when the airplane had a TT of 1,065.9 hours. A review of the maintenance records did not reveal any entries that warranted additional investigation. METEOROLOGICAL INFORMATION AIRMETs and SIGMETs Airmen’s Meteorological Information (AIRMETs) are FAA issued advisories that contain and communicate information about current or forecast weather phenomena that may affect aircraft safety. AIRMETs are issued routinely every 6 hours, and are amended as necessary. Multiple AIRMETs for IFR, mountain obscuration and icing conditions were issued and current for the accident flight area, below FL180 (approximately 18,000 feet). Those advisories included: - An AIRMET ZULU advised of moderate icing between the freezing level and FL240. - An AIRMET SIERRA for IFR conditions advised of ceilings below 1,000 feet agl, visibility below 3 statute miles, precipitation and mist. - An AIRMET SIERRA advised of mountains obscured by clouds, precipitation and mist. - An AIRMET TANGO advised of moderate turbulence below FL180. Significant Meteorological Informat