History of Flight
On September 18, 2008, at 2024 mountain daylight time, N97TS, a twin-engine Piper Aerostar PA-60-602P, was destroyed upon impact with terrain while maneuvering for landing at McElroy Airfield (K20V), Kremmling, Colorado. Dark night visual meteorological conditions prevailed. The personal flight was conducted under 14 Code of Federal Regulations Part 91 on an instrument flight rules flight plan. The pilot and passenger were fatally injured. The cross-country flight departed North Las Vegas Airport (KVGT) at 1710 pacific daylight time and was en route to K20V.
Radar data showed the airplane flew over the airport from the southwest and then turned west to maneuver for landing on runway 9. Several witnesses observed the airplane west of the airport at low altitude; it appeared to initiate a turn followed by a rapid descent and impact with the ground.
Personnel Information
The pilot, age 51, held a private pilot certificate for airplane single-engine land, multiengine land, and instrument airplane. A third-class medical certificate was issued on January 1, 2008, at which time the pilot reported 500 total hours, with 120 hours in the preceding six months. The pilot's logbook was not recovered. A certificate documented successful completion of "ground and flight recurrent training in the systems and procedures of the Aerostar 602P/700," dated October 26, 2007.
Aircraft Information
The twin-engine, low wing, retractable gear airplane, serial number 60-8265036, was manufactured in 1982. Two 290-horsepower Lycoming IO-540-AA1A5 engines (left engine serial number L-21801-48A, right engine serial number L-21799-48A) each powered the airplane, driving three-bladed, metal, constant-speed, full-feathering Hartzell HC-C3YR-2UF propellers. The last annual inspection was accomplished on February 5, 2008, at an airframe time of 2,758.8 hours, left engine time since major overhaul (TSMOH) of 0 hours, and right engine TSMOH of 1,043.7 hours. Oil changes on the engines on September 6, 2008, twelve days prior to the accident, indicated the airframe had flown about 72 hours since the annual inspection.
Meteorological Information
At 1951 MDT, 31 minutes before the accident, the weather at the destination was reported as scattered clouds at 6,000 feet, broken at 6,500 feet, overcast at 8,500 feet, light rain showers, visibility 10 miles, temperature 10°C, dew point 4°C, winds from 120° at 6 knots, and an altimeter setting of 30.00 inches of Mercury. According to U.S. Naval Observatory data, sunset was at 1908 and end of civil twilight at 1935. The moon rose at 2041 and was waning gibbous with 86% illumination.
Communications
Radio communications between the accident airplane and Denver Center were reviewed. At 2008, the pilot reported obtaining Kremmling weather. At 2013, Denver Center issued a descent clearance to 14,000 feet mean sea level; the pilot acknowledged. At 2016, the pilot reported the destination airport in sight, and Denver Center cleared the pilot for a visual approach. The pilot acknowledged at 2017; this was the last communication. No distress call was recorded.
Flight Recorders
The pilot used a hand-held Garmin GPSMAP 496. The unit sustained extensive impact damage, but data was extracted from the flash memory. Tracklog points showed the airplane approached from the southwest and performed a left descending turn near the airport. At 2023:32, altitude was 9,511 feet; at 2023:44, it increased to 10,131 feet; at 2023:51, altitude began decreasing. The last data point at 2024:08 recorded 7,409 feet. The final nine points depicted a steep spiral descent.
Wreckage and Impact Information
The wreckage was located in a meadow about two miles west of the airport. The airplane impacted soft, level terrain in a near-vertical attitude, remaining upright with damage and debris distribution consistent with near-zero forward groundspeed. The airplane was destroyed by impact forces and post-crash fire.
The pilot's attitude indicator displayed about 28° descent with approximately 5° of right bank. The vertical speed indicator showed a descent reading of almost 6,000 feet per minute. The airspeed indicator read 90 knots. The altimeter displayed about 7,950 feet with a barometric pressure setting of 30.36.
Medical and Pathological Information
An autopsy performed by the Arapahoe County Coroner's Office on September 22, 2008, concluded the cause of death was multiple blunt force injuries. Specimens collected for toxicological testing by the FAA's Civil Aerospace Medical Institute were deemed "unsuitable for analysis" due to considerable decomposition. Tests for carbon monoxide, cyanide, volatiles, and drugs were not performed.
Tests and Research
The wreckage was recovered to a hangar in Greeley, Colorado. On October 9, 2008, investigators from the National Transportation Safety Board and Teledyne Continental Motors examined the wreckage. The left engine was attached to the left wing and firewall; the propeller was separated at the crankshaft flange. Thumb compression and drive train continuity were established. The left magneto produced spark when rotated; the right magneto had thermal damage and produced no spark. No pre-impact anomalies were found. The right engine was attached to the firewall with the propeller attached. Thumb compression and continuity were established; both magnetos showed thermal damage and could not be tested. No pre-impact anomalies were found.