History of Flight
On February 25, 2011, around 2005 mountain standard time, a Piper PA-28-181, registration N910PA, impacted mountainous terrain approximately 20 miles northeast of Deer Valley Airport (DVT) in Phoenix, Arizona. The airplane was operated by Bird Acquisition LLC, doing business as TransPac Aviation Academy, under 14 CFR Part 141 as an instructional flight. The certified flight instructor (CFI) and two students were fatally injured. The airplane sustained substantial damage during the impact sequence and a subsequent post-impact fire. Night visual meteorological conditions prevailed for the night instrument training flight. A company flight plan had been filed, and the flight departed DVT around 1907, scheduled to return about 2230.
According to the operator, the flight was dispatched at 1847 with a CFI and two students for a training flight. The accident flight was the ninth lesson of 40 in the instrument rating Chinese Ab-Initio Course syllabus, focusing on VOR and GPS tracking and intercepting. The airplane was refueled by Cutter Aviation with 34 gallons of 100-low lead aviation fuel at 1900, as requested by the CFI, and departed shortly thereafter.
At 2230, the operator expected the aircraft’s return. At 2300, a late alarm notified dispatchers of the overdue airplane, initiating the operator's emergency response plan, which included notifying the sheriff's department, DPS, ARTCC, FSS, TRACON, and CAP. The following morning, search and rescue crews located the wreckage north of Carefree, Arizona, near the summit of Bronco Peak. There were no known witnesses.
Personnel Information
The 23-year-old CFI, seated in the right front seat, was hired by TransPac Aviation Academy on September 27, 2010. Her logbook was not available; aeronautical experience was obtained from her employment application and the flight school's “person pilot log.” From September 27, 2010, to February 25, 2011, she had accrued 288.9 hours in the accident make and model, with 65.8 hours in February 2011. She held a first-class medical issued February 5, 2008, with no limitations. Prior to her position at TransPac, she had instructed at Alliance Flight Schools in Scottsdale, Arizona.
The 21-year-old private pilot, seated in the left front seat, received his private pilot certificate with single-engine land rating on February 17, 2011. His flight log showed 97.2 total hours, all in the accident make and model. He held a third-class medical issued September 22, 2010, with no limitations, and had been enrolled at the flight school since September 20, 2010, under the FAA-approved Chinese Ab-Initio Program.
Meteorological Information
The Aviation Routine Weather Report (METAR) for DVT at 1853 reported calm wind, clear skies, visibility 10 miles, temperature 14°C, dew point -01°C, and altimeter setting 29.90 inHg. Sunset was at 1822, with civil twilight ending at 1847. The moon was a waning crescent with 41% illumination. According to the FAA, night flight is defined as the period between 1 hour after sunset and 1 hour before sunrise.
Aircraft Information
The airplane was a 1999 Piper PA-28-181, serial number 2843300. A progressive inspection Event 2 was performed on February 15, 2011. At that time, total airframe time was 13,646.3 hours; engine total time was 8,484.3 hours; propeller total time was 212.4 hours. From February 15 to the accident, the airplane flew 26.3 hours, bringing totals to: airframe 13,672.6 hours, engine 8,510.6 hours, and propeller 238.7 hours since new. The Lycoming O-360-A4M engine, serial number L-27382-26A, had 238.7 hours since overhaul at the last condition inspection.
Wreckage and Impact Information
The accident site was in Tonto National Forest on Bronco Peak at 4,600 feet elevation. The wreckage came to rest on a 10-degree slope, with debris oriented along a magnetic heading of 020°. The first identified point of impact (FIPC) was on the north-facing side of the summit, consisting of left wing pieces, about 900 feet south of the main wreckage. A vertical rock outcropping about 15 feet high showed paint chips and aluminum transfer. Left wing sections, main landing gear, and other debris were distributed upslope. A second debris field was on the south side of the summit, about 750 feet from the FIPC, containing Plexiglas shards and vegetation. The main wreckage, including fuselage, empennage, tail section, and engine, came to rest about 150 feet downslope of the second debris path. The fuselage was inverted and mostly consumed by post-crash fire. The empennage and tail section showed fire damage, but all flight control surfaces remained attached. Control continuity was partially verified from the tail to cabin. The left rudder cable remained attached at the rudder pedal bar; the right rudder cable and aileron cables were not located at the site. The right wing separated from the fuselage and came to rest about 25 feet upslope, with no fire damage. The engine was inverted, facing downhill on a 020° heading, attached by wires and cables. The propeller remained attached. No holes in the crankcase were found, but a crack between Nos. 2 and 4 cylinders was noted. The accessory section had thermal damage. The left wing exhibited accordion crush damage at the tip section, consistent with straight-and-level flight.
Radar Data
Radar data from Phoenix TRACON showed the accident airplane departing DVT and proceeding toward Carefree Sky Ranch Airport (18AZ), passing over at 5,000 feet at 1943. It continued north-northeast along Victor 327, climbing to 6,100 feet. At 1951, it turned back along Victor 327 toward Phoenix at 6,000 feet. At 1958, it passed over the east side of 18AZ at 5,000 feet. At 2000, it was southeast of 18AZ at 4,500 feet, then made a 180° left turn to a northwest heading, followed by a turn to the north, maintaining 4,500 feet. At 2004, it was at 4,500 feet on a north-northeast heading west of Victor 327 and north of 18AZ. At 2004:30, the radar track stopped moving, with no further movement until the track ended at 2004:58.
Medical and Pathological Information
The Maricopa County Coroner completed autopsies on the CFI and two private pilots on March 1, 2011. The cause of death for all three was blunt impact injuries. The FAA's Civil Aerospace Medical Institute performed forensic toxicology. For the CFI (right seat), no carbon monoxide, ethanol, or tested drugs were found; cyanide was detected at 3.11 µg/ml in blood. For the left-seat private pilot, no carbon monoxide, cyanide, volatiles, or tested drugs were found.
Tests and Research
Flight control continuity was established for all primary surfaces. Aileron cables were attached to the chain assembly, engaged with the T-bar sprocket. The right rudder cable link separated from the rudder tube assembly at the weld. Left aileron cables remained attached to the bell crank, with broomstrawed separations. Horizontal stabilator cables remained attached. The fuel selector valve was not located. The ELT was thermally destroyed. The airspeed indicator indicated 55 knots. The HSI displayed a digital card set at 175°, with horizontal needle full-scale up and vertical needle deflected left; both flags visible. The directional gyro showed 130° heading, with no heading bug. The artificial horizon was unreadable due to impact damage. Manual rotation of the engine produced mechanical and valve train continuity, with thumb compression on all cylinders. Spark plugs appeared normal; oil pick-up and carburetor screens were free of debris. Both magnetos sustained fire damage and did not rotate; vacuum pump was displaced and broken. The propeller, a Sensenich model 76EM8S14-0-62, had both blades with leading and trailing edge damage; one blade bent at tip, the other corkscrewed and bent aft with red transfer. No evidence of mechanical malfunction or failure that would have precluded normal operation was found.
Other Information
According to the operator, the CFI had been counseled not to fly in that particular area at night because it was dark with no ambient surface light. Other approved areas for night training were designated. As a result of the accident, the operator revised and clarified night flight procedures, training areas, and minimum authorized altitudes (MAAs). The area where the accident occurred now prohibits maneuvers within 3 nautical miles of Sky Ranch at Carefree Airport at any altitude. MAAs were established only for night flights in practice areas.