History of Flight
On July 14, 2011, about 0730 mountain daylight time, a Cessna 150L (N1539Q) impacted mountainous terrain near Silverton, Colorado. The pilot and passenger were fatally injured. The airplane was registered to a private individual and operated by another private individual under 14 Code of Federal Regulations Part 91 for personal flight. Visual meteorological conditions prevailed, and no flight plan was filed. The local flight originated about 0645 from Animas Air Park (00C) in Durango, Colorado.
A witness about 4 miles southeast of the accident location reported that the airplane barely cleared a ridge while flying directly overhead at less than 100 feet above ground level. The witness observed the airplane continue northwest, then circle, suddenly pitch nose up, appear to go inverted, and disappear behind a ridge near the summit of the Stony Pass Trail. The witness proceeded to the accident site and discovered the wreckage near the summit.
A family member of the pilot reported that the pilot was very familiar with the Stony Pass area, as the family had visited since the 1970s, and they believed he might have been scouting for a camping location. Although an experienced pilot, most of his flight time was at lower elevations, and he had limited experience in mountain flying. The family member also noted that the pilot had no fear of flying the small single-engine airplane over mountains, even at night, and often flew below ridge tops at about 500 feet from the ground.
Personnel Information
The 62-year-old pilot held a private pilot certificate for airplane single-engine land, issued by the FAA on September 27, 1998. He did not hold an instrument rating. His most recent third-class medical certificate was issued on February 5, 2010, with the limitation "must have available glasses for near vision." The pilot's logbook was not available; however, a flight review document dated February 16, 2010, indicated 1,500 hours of flight experience, with 758 hours in the accident airplane make and model. On his medical certificate application dated February 5, 2010, he reported 4,125 total flight hours, with 60 hours in the previous six months.
Aircraft Information
The two-seat, high-wing, fixed-gear Cessna 150L (serial number 15072839) was manufactured in 1971. It was powered by a 150-horsepower Lycoming O-320-E2D engine (serial number RL-19365-27A) driving a 2-blade McCauley metal alloy, fixed-pitch propeller. The airplane had been modified with a STOL kit manufactured by Horton STOL-Craft, Inc., installed under FAA Supplemental Type Certificate Number SA909CE. Current maintenance logbooks were not available; based on documents found in the wreckage, the most recent annual inspection was estimated to have been completed on July 2, 2011, at a tachometer time of 827 hours. Airframe total time was estimated at about 4,000 hours.
Meteorological Information
The closest official weather observation station was Telluride Regional Airport (TEX), 17 nautical miles west of the accident site, at an elevation of 9,070 feet mean sea level. At 0735, the automated system reported wind from 120 degrees at 3 knots, visibility 10 miles, clear of clouds, temperature 13°C, dew point 4°C, and an altimeter setting of 30.31 inches of Mercury. Civil twilight began at 0529 and sunrise at 0600.
Wreckage and Impact Information
The wreckage was examined at the accident location. The airplane impacted rocky, mountainous terrain at 12,570 feet msl, about 90 feet below the summit. The wreckage path began at the initial impact scar and continued on a heading of 220 degrees. The aircraft came to rest inverted 38 feet from the initial impact point, with the fuselage oriented at about 55 degrees. The tail cone was partially separated at the aft cabin bulkhead. Fuel was present in the tanks, pumps, lines, and strainer. Propeller blades showed leading edge impact damage, and the separated crankshaft flange displayed torsional overstress fracture without fatigue evidence. The pilot was wearing his lap belt; the passenger was not, and neither occupant had used shoulder harnesses. No supplemental oxygen provisions were observed. Postaccident examination found no mechanical malfunctions or failures that would have precluded normal operation.
Medical and Pathological Information
An autopsy listed the pilot's cause of death as multiple fractures and internal injuries due to blunt trauma. Forensic toxicology on the pilot detected no carbon monoxide, cyanide, or ethanol. The following substances were found in cavity blood: amlodipine, atenolol, carisoprodol (6.793 ug/ml), hydrocodone (0.372 ug/ml), dihydrocodeine (0.047 ug/ml), and meprobamate (7.271 ug/ml). Urine samples also contained acetaminophen, amlodipine, atenolol, carisoprodol, hydrocodone, hydromorphone, dihydrocodeine, and meprobamate. Prescription bottles for some of these medications were found in the pilot's hotel room. Personal medical records from 1996 to April 2011 indicated a diagnosis of chronic low back pain treated with Lortab (hydrocodone and acetaminophen) and Soma (carisoprodol). By his last year, the pilot had also been diagnosed with hypertension, primary hyperaldosteronism, high cholesterol, intermittent depression, and borderline diabetes. His FAA medical exam in February 2010 reported only over-the-counter pain relievers.
Additional Information
The FAA's Aeronautical Information Manual notes that from 12,000 to 15,000 feet, judgment, memory, and coordination are impaired, and hypoxia can be exacerbated by certain medications. Federal regulations require supplemental oxygen for flights above 12,500 feet MSL lasting more than 30 minutes. The FAA's Mountain Flying Pamphlet recommends crossing ridges at least 1,000 feet above the ridge elevation.
Based on witness statements, refueling records, and tachometer readings, the accident occurred about 0730, with an estimated 19 gallons of fuel remaining. The airplane's estimated weight at the time of the accident was 1,651 pounds, exceeding the maximum gross weight of 1,600 pounds listed in the type certificate data sheet.