History of Flight
On June 30, 2009, at 0708 mountain daylight time, a Piper PA-46-350P, registration N927GL, collided with mountainous terrain 16.3 miles west of St. George, Utah. The airplane was operated by a private pilot under 14 CFR Part 91. The pilot was killed and the airplane was substantially damaged. Visual meteorological conditions prevailed, and a VFR flight plan had been filed. The flight departed North Las Vegas Airport, Las Vegas, Nevada, at 0651, with an intended destination of Cedar City, Utah.
Radar data showed the airplane climbing to 9,700 feet msl on a northeasterly course of 050 degrees magnetic. At 0656, the pilot checked in with Los Angeles Center, reporting at 9,200 feet VFR to Cedar City. At 0702, the radar target began descending at approximately 1,000 feet per minute. The descent continued until radar contact was lost at 0707, at 5,400 feet msl, 5.5 miles southwest of the accident location. The target tracked on a course consistent with a direct route to Cedar City. No further radio communications were received.
The wreckage was located later that day by the Civil Air Patrol and Washington County Search and Rescue. The initial impact point was just below the crest of a small hill at 4,734 feet msl. The main wreckage rested on a 30-degree slope approximately 384 feet northeast of the initial impact point, on a bearing of 054 degrees.
Personnel Information
The pilot, aged 54, held a private pilot certificate with an instrument rating, issued September 14, 2006, and a second-class medical certificate issued October 24, 2007, with a glasses-available restriction for near vision. His flight logbook showed a last entry dated September 18, 2008, with 782.7 total flight hours. His son stated that the pilot later used an electronic log in the airplane. The pilot’s wife reported that he had slept about 6 hours, woke around 0500, walked the dogs, and decided to fly to Cedar City. He likely did not eat breakfast, consistent with his routine. He was selling the airplane, and this was to be his last flight before turning it over to the buyer. She described him as healthy, with no serious health concerns, though he took medication for high cholesterol and possibly had hypoglycemia (undiagnosed). He sometimes experienced tiredness, low energy, or weakness but never lost consciousness. He normally carried soda or candy for such symptoms. She noted no unusual emotional stress or financial changes.
Aircraft Information
The six-seat, low-wing, retractable-gear, single-engine airplane (serial number 4636400) was manufactured in 2006, powered by a Lycoming TIO-540-AE2A 350-hp engine and a Hartzell 3-bladed constant-speed propeller. Maintenance logs showed an annual inspection on March 6, 2009, at 306.4 hours total airframe and engine time. The PFD was removed and reinstalled on May 29, 2008; the MFD was replaced on October 26, 2008; and the copilot’s PFD was replaced on June 17, 2009. The pilot’s son reported a history of electrical problems with the PFDs, MFDs, autopilot, and pitot system. Fueling records indicated the airplane received 47.7 gallons of 100LL avgas on June 30, 2009, at 0622.
The autopilot was an S-TEC 55X two-axis system with trim monitor, integrated with the Avidyne PFD/MFD and Garmin GNS430W. The POH described vertical speed mode operation: it could only be engaged with a roll mode active; the system then held the captured vertical speed, adjustable via a modifier knob. The autopilot could be disconnected via the control wheel switch, electric trim switch, master switch, or circuit breaker.
The MFD had a Terrain Awareness and Warning System (TAWS) mode, normally on but inhibitable by the pilot. TAWS provided visual and aural warnings, including “Terrain, Terrain, Pull Up” and “Caution Terrain,” along with a “Five Hundred” advisory at 500 feet AGL.
Meteorological Information
St. George Airport’s AWOS at 0715 PDT reported clear skies, 10 miles visibility, and winds from 070 degrees at 3 knots. McCarran International Airport’s 0655 PDT observation reported calm winds, 10 miles visibility, few clouds at 11,000 feet, and overcast at 20,000 feet.
Communications
The pilot contacted Los Angeles Center at 0656, stating he was at 9,200 feet VFR to Cedar City. Center acknowledged and provided the Las Vegas altimeter setting. At 0711, Center called N927GL, noting loss of radar contact and requesting altitude, but received no response.
Wreckage and Impact Information
The accident site was on the lower southwest slope of a 6,100-foot peak. The initial impact point was on a small hill at 4,734 feet msl, 78 feet below the crest. The ground scar was 14 feet long, 6 feet wide, 2 feet deep, oriented at 054 degrees. Red glass fragments and a 12-inch propeller tip were found. An area of discolored earth and burned vegetation extended 78 feet to the hill crest. The main wreckage, consumed by fire and inverted, lay 384 feet northeast of the initial point. The left wing was south, right wing north; the right aileron had separated. Flight control continuity was established through multiple overload separations. The elevator trim drum was at neutral. Post-impact fire destroyed the cockpit displays; no flight data could be recovered.
The engine had been displaced and was found 40 feet uphill. Lower spark plugs showed normal wear. The engine rotated with thumb compression on all cylinders. Magnetos were fragmented. Turbocharger impellers showed rotation-consistent damage with no foreign object ingestion. Propeller blades were cleanly severed from the butts.
Medical and Pathological Information
An autopsy on July 1, 2009, concluded the cause of death as “Blunt force impact injuries and conflagration injuries due to plane crash.” Other significant conditions included coronary artery disease with up to 80% occlusion of one artery. The heart weighed 270 grams and appeared dilated. No blood was available for carbon monoxide testing. Forensic toxicology detected no ethanol; chlorpheniramine (an antihistamine) in liver and kidney; and quinine in liver. The pilot’s most recent FAA medical application (October 2007) listed escitalopram (antidepressant, since discontinued) and atorvastatin. A medical certificate was issued in February 2008. A physician’s form in May 2009 listed only ezetimibe/simvastatin.