History of Flight
On September 13, 2012, at approximately 0920 mountain daylight time, a Mooney M20P, registration N58119, operated by Occuhealth INC., crashed in rugged mountainous terrain at an elevation of 12,300 feet MSL in the San Isabel National Forest, Colorado. Both occupants, the pilot and his pilot-rated passenger, sustained fatal injuries. Visual meteorological conditions prevailed along the enroute portion of the flight, but obscuration and fog were observed near the accident area. No flight plan was filed for the cross-country flight conducted under 14 CFR Part 91. The flight originated from Pueblo Memorial Airport (PUB) at about 0820, en route to Reno, Nevada. An ALNOT was issued when the airplane did not arrive at its destination.
On September 15, 2012, after an extensive air and ground search coordinated by the Huerfano County Sheriff's Department, the wreckage was reached near the top of a ridgeline at 37:20.25 N latitude 105:10.02 W longitude. The wreckage lay on a steep upslope with evidence of a post-impact fire that consumed most of the cabin area. The victims were removed and transported to the county coroner's office.
Radar data from the FAA showed the flight track in a steady climb heading south after takeoff, then turning southwest and west, climbing throughout. The last radar target, about 2.8 miles east of the accident site, showed the airplane at about 11,200 feet MSL heading west. There were no witnesses. Initial reports from ground personnel indicated dense fog and cloud obscuration along the ridgelines along the flight path. No distress calls were reported.
Personnel Information
According to FAA records, the pilot held certificates for Airplane Single Engine Land, Airplane Multi-engine Land, Glider, Instrument Airplane, and Flight Instructor. His most recent FAA medical exam (June 13, 2011) reported 5,200 total flight hours. A family member reported he had about 1,100 hours in the accident airplane and was proficient in cross-country flying, with experience flying over the Rocky Mountains years earlier when he lived in the Denver area.
The pilot-rated-passenger held an Airplane Single Engine Land certificate. His most recent FAA medical exam (July 16, 2012) reported 1,125 hours in single-engine airplanes. It could not be determined who was at the controls at the time of the accident.
Aircraft Information
Review of airframe and engine logbooks revealed no uncorrected mechanical defects. The most recent annual inspection was dated March 26, 2012, with a total airframe time of 3,845 hours. Total engine time since overhaul at that inspection was 1,121 hours. Fueling records showed the airplane was topped off at Pueblo Airport with 50 gallons on September 11, 2012. The airplane arrived in Pueblo on September 11, and a family member reported the pilot delayed the trip to Reno until September 13 due to weather.
Meteorological Information
The nearest weather reporting station at Pueblo Airport (PUB), about 65 miles northeast of the accident site, reported: METAR KPUB 131506Z 00000KT 10SM FEW011 BKN018 OVC060 12/09 A3051. General conditions at departure were VMC, but hikers in the area reported dense fog and cloud obscurations along the ridgelines at the time of the accident. These observations were consistent with marginal VMC once the airplane climbed above 11,000 feet MSL. Precise weather at the remote accident site could not be determined.
Wreckage and Impact Information
The NTSB IIC was transported to the accident site via helicopter. Initial observations showed the airplane impacted the ground relatively flat and wings level, about 300 feet below the top of a 12,300-foot ridgeline, with an upslope incline of about 12–15 degrees nose up. Most fuselage, wing, and empennage structures were intact except the cabin area, which was consumed by post-impact fire. Ground scars were consistent with the airplane impacting flat, about 12–15 degrees nose up, then sliding upslope about 100 feet before turning downslope due to rocks and uneven terrain.
Flight control continuity was confirmed from the cockpit to all flight control surfaces. The propeller hub was attached to the engine crankshaft. Marks on the ground showed propeller blade strikes consistent with rotation at impact. Each of the three propeller blades showed uniform bending and twisting opposite the direction of rotation.
After recovery, the engine was examined. Drive continuity was established from the crankshaft to the accessory drive. Both magnetos fired when rotated by hand. All spark plug electrodes showed normal wear. No pre-impact mechanical anomalies were found.
Medical and Pathological Information
An autopsy of the pilot revealed no physical issues that may have contributed to the accident. Toxicology tests on the pilot-rated-passenger were negative. Toxicology tests on the pilot were not conducted.
Additional Information
The wreckage was released to the owner's representative.