History of Flight
On March 3, 2014, at 1032 Pacific standard time, a Piper PA-46-350P (N9281F) collided with terrain approximately 7 miles east of the Truckee-Tahoe Airport, Truckee, California. The commercial pilot was seriously injured and the single passenger was fatally injured. The airplane was operated by the pilot under 14 CFR Part 91. Marginal visual flight rules (MVFR) conditions prevailed, and the flight operated on an instrument flight rules (IFR) flight plan. The flight originated from John Wayne-Orange County Airport, Santa Ana, California, at about 0800.
Oakland Air Route Traffic Control Center (ARTCC) received the pilot's request for an instrument approach into Truckee at 0959. The pilot was cleared direct to LOLLA intersection at 16,000 feet msl, then cleared for the GPS-A approach. At 1015, crossing LOLLA was approved at or above 11,300 feet. Radar and GPS data showed the airplane crossing LOLLA at 11,200 feet msl, about 200 knots ground speed, on a 317-degree magnetic course. At 1019, the radar track crossed LOLLA and began a right turn to the east. ARTCC terminated radar services at 1022. The track continued a right turn to align on about 134 degrees, maintaining about 11,200 feet and 180 knots, then a 30-degree intercept to the final approach course of 104 degrees at about 200 knots, remaining northeast of the final approach course to the missed approach point.
At 1024, the airplane was northeast of the missed approach point (MARDR) at 10,200 feet (2,000 feet above the minimum descent altitude of 8,200 feet msl), at 187 knots. At 1025, the pilot announced a missed approach. The published missed approach is a climbing left turn to 11,500 feet via 312 degrees to TRUCK waypoint. Radar showed a slight left turn to the east, then a left 220-degree turn between 11,200 and 11,500 feet, continuing southeast. ARTCC asked if the pilot was heading to TRUCK; the pilot affirmed but then requested a higher altitude and a vector to the holding fix. ARTCC cleared to 15,000 feet. At 1030, the pilot reported picking up ice in instrument meteorological conditions. ARTCC advised to fly west toward lower terrain. The pilot stated he did not "pick up" the missed approach procedure.
GPS data for the last minute showed a series of altitude excursions southeast of the airport, starting at 11,800 feet descending to 10,500, then to 11,200, down to 9,200, up to 10,800, down to 8,500, up to 9,800, and finally descending to terrain at 8,000 feet.
The pilot stated he had two GPS receivers: a panel-mounted Garmin GNS 430 for navigation and a portable Garmin GPSmap 396 for weather. He normally approaches LOLLA from the west, makes a right turn onto final, and configures with full flaps, gear down, throttle back at 120 knots.
The Truckee GPS-A approach has a westerly initial approach fix, SIGNA, 13.4 miles west of LOLLA. From SIGNA to LOLLA, required altitude is 11,000 feet on a course of 055 degrees. No procedure turn is required after LOLLA; a right 49-degree turn directly onto the final approach course is permitted.
Personnel Information
The pilot, age 70, held a commercial pilot certificate with single-engine land and instrument ratings, issued May 15, 2004, and a second-class FAA medical certificate issued March 2, 2012. His logbook showed a flight review and instrument proficiency check on June 23, 2011, with 3,037.2 total hours. On his medical application he reported 3,600 hours. He reported about 2,000 hours in the PA-46 and that he had not flown instruments regularly, with some instrument training in summer 2013. A CFI stated he performed a flight review and instrument proficiency check on July 23, 2013, 223 days before the accident.
Aircraft Information
The six-seat, low-wing, retractable-gear, single-engine airplane (serial number 4636095) was manufactured in 1997. It was powered by a Lycoming TIO-540-AE2A, 350-hp engine with a Hartzell three-blade constant-speed propeller. An annual inspection was performed on March 1, 2014, at 1,858.5 hours airframe and engine time. The hobbs meter read 1,861.0 after the accident.
The pilot operating manual specifies normal approach speeds of 80-85 knots indicated with flaps down, and 95 knots with flaps up. For instrument approaches, the pilot stated he configured with gear down, flaps down, at 120 knots. The ice protection system is described in supplement 4, designed for FAR 25 Appendix C icing conditions.
Meteorological Information
A high-pressure system was present; no frontal boundaries were identified. Radar showed light rain moving from the Pacific. Truckee weather at 0950: wind 180° at 7 knots, visibility 9 miles, overcast ceiling at 3,000 feet, temperature 6°C, dew point 0°C, altimeter 30.11 inHg. At 1050: wind 300° at 5 knots, visibility 6 miles in light rain, overcast at 2,200 feet, temperature 4°C, dew point 1°C, altimeter 30.11 inHg.
AMDAR soundings from Reno after the accident showed the freezing level at 8,000 feet, inversions at 12,000-13,500 and 14,000-15,000 feet, and light southerly winds veering to west at 7,000 feet. A low-level wind maximum at 13,500 feet with wind from 269° at 38 knots. GOES-15 satellite imagery showed transverse bands in clouds, often associated with mountain wave activity and turbulence, with orographic clouds remaining stationary over the accident site. CIWS display showed echoes west of Truckee and rain with tops 20,000-23,000 feet to the northwest. No weather briefing was requested.
Wreckage & Impact Information
The wreckage was in mountainous terrain at 7,933 feet msl, 7 miles east of the airport. The left wing had separated at the root and rested against the empennage; the left horizontal stabilizer also separated. The right wing remained attached. The fuselage was intact with no reduction of occupiable space. The fuel selector was in the center (left tank) position; pitot heat was ON. Examination showed landing gear up at impact. Elevator separated at hinge points; fuselage had a vertical crease 14 inches behind the main wing spar. Control continuity was established from all surfaces to the cockpit. The elevator trim showed slight nose-down trim. Engine continuity was established; both magnetos produced spark.
Medical & Pathological Information
Toxicology tests on the pilot's blood were negative for ethanol; positive for ephedrine, midazolam, ondansetron, and phenylpropanolamine.
Additional Information
The Instrument Flying Handbook describes the pilot's responsibility to execute a procedure turn unless radar vectored or NoPT is annotated. The Air Traffic Controllers Handbook allows intercept angles greater than 90 degrees when a procedure turn or hold is depicted. The pilot's instrument currency was not maintained per Part 61.57; the last instrument proficiency check was 223 days prior. An iPad 2 found in the cockpit contained aviation apps and images of approach plates, including the VOR/DME RNAV or GPS-A approach plate time-stamped 0943 on the accident day. The last iPad activity was at 0957. Advisory Circular 60-4A discusses spatial disorientation.