History of the Flight
On September 15, 2017, about 2010 mountain daylight time, a Cirrus SR22 airplane, registered as N462SR, impacted trees and mountainous terrain while maneuvering near Glenwood Springs, Colorado. The non-instrument-rated private pilot and three passengers sustained fatal injuries, and the airplane was destroyed. The airplane was owned by Lind's Plumbing and Heating, Inc. of Fort Collins, Colorado, and operated by the pilot under 14 CFR Part 91. Night instrument meteorological conditions prevailed; a visual flight rules (VFR) flight plan was filed for the personal cross-country flight from Fort Collins-Loveland Municipal Airport (FNL) to Canyonlands Field Airport (CNY), Moab, Utah, departing about 1920.
Radar track data showed the pilot received VFR flight-following services. At 1925, the pilot stated he would climb to 15,000 ft mean sea level (msl) to clear mountains. The airplane turned southwest, reaching 13,200 ft by 1932, then varied between 13,200 and 10,500 ft. At 2004, about 10 miles northeast of Glenwood Springs, the airplane turned northwest at 11,500 ft msl. At 2008, a passenger texted, "Taking the long way around, lots of weather, keep you posted." From 2008:32 to 2009:08, the airplane gradually turned left to the southwest, descending from 11,500 ft to 11,300 ft, then climbing to 11,400 ft. The last radar return was at 2009:32 at 11,400 ft msl, about 1/4 mile south of the accident site. Family members reported the airplane overdue, and search personnel located the wreckage the following morning at 1137.
Personnel Information
FAA records showed the pilot obtained his private pilot certificate on March 1, 2017, and did not hold an instrument rating. His logbook indicated 2.4 hours of simulated instrument conditions. An entry on May 2, 2017, read, "First flight over clouds where I could not see the ground (CO Springs)." According to his flight instructor, the pilot had recently completed a mountain flying and high altitude operations course. Several days before the accident, the instructor discussed the planned flight; the pilot said he did not want to leave later than 1800 and would use ForeFlight for weather and flight planning. Family members stated the initial departure was planned for about 1530 but was delayed by a business issue.
Aircraft Information
The Cirrus SR22 (serial number 2495, manufactured 2007) is a single-engine, low-wing, four-seat airplane with fixed tricycle landing gear and dual yoke controls. It was equipped with a 310-horsepower Teledyne Continental Motors IO-550-N engine and a Hartzell three-blade constant-speed propeller. The airplane featured a Cirrus Airframe Parachute System (CAPS) and NEXRAD/XM satellite weather information. It was registered to the pilot/owner on February 18, 2016.
Meteorological Information
The pilot did not contact Leidos Flight Service or DUATS for preflight weather. Archived ForeFlight data showed no record of weather access, though inflight updates were possible. The National Weather Service Storm Prediction Center convective outlook valid through 0600 the next day included the accident site in a "TSTM" area with a 10% or higher thunderstorm probability.
Rifle Garfield County Airport (RIL), 20 miles southwest, reported at 1953: wind 300° at 5 knots, 10+ miles visibility, broken ceiling 7,500 ft agl, overcast 9,500 ft agl, temperature 12°C, dew point 8°C, altimeter 30.04 inHg, with remarks of lightning distant south and rain ended at 1948. At 2053: variable wind 3 knots, 10+ miles visibility, broken ceiling 6,000 ft, overcast 8,000 ft, temperature 12°C, dew point 8°C, altimeter 30.07 inHg.
Sunlight Peak (5SM), 16 miles south at 10,604 ft elevation, reported at 1950: wind 240° at 11 knots gusting 23 knots, variable 210°-280°, 1/4 mile visibility, thunderstorm with light rain in vicinity, overcast 200 ft agl, temperature 1°C, dew point 1°C, altimeter 30.23 inHg. At 2008: wind 240° at 11 knots gusting 23 knots, 1/2 mile visibility, fog, overcast 200 ft agl, temperature 2°C, dew point 1°C, altimeter 30.24 inHg. At 2031: wind 240° at 12 knots gusting 24 knots, 1 1/4 miles visibility, light rain, overcast 200 ft agl, temperature 2°C, dew point 1°C, altimeter 30.24 inHg. These observations indicated low IFR conditions with gusty winds, light rain, distant lightning, and thunderstorms in vicinity. RIL reported VFR with rain and distant lightning.
Upper air data near the site at 2000 showed a mostly conditionally unstable layer between surface (10,548 ft) and 18,000 ft; clouds likely near surface through 12,000 ft; a small layer of rime icing about 12,500 ft. GOES-16 infrared imagery at 2015 showed cloud cover over the site with tops about 22,000 ft, moving from southwest to northeast. WSR-88D radar from Grand Junction (55 miles southwest) indicated light precipitation over the site between 2007 and 2012; no lightning strikes near the time of accident. Convective SIGMET 1W (1855-2055) and 10C (1955-2155) warned of thunderstorms with tops to FL350 and FL370, respectively. AIRMET Tango forecast moderate turbulence below 18,000 ft. Area Forecast issued at 1345 valid at accident time forecast broken ceiling 9,000 ft tops FL230, isolated thunderstorms with light rain, thunderstorm tops FL360. Between 1800 and 2100, forecast broken ceiling 8,000 ft tops FL270, isolated thunderstorms. Forecast Icing Potential indicated trace to moderate icing at 2000. Sunset was at 1917, end of civil twilight at 1944; moon was not visible.
Wreckage and Impact Information
The accident site was on rocky, tree-covered mountainous terrain at about 10,800 ft msl. The airplane impacted trees and terrain on a measured magnetic heading of about 075°. A postimpact fire consumed part of the airplane. The initial impact point contained propeller blade fragments, engine and engine mount pieces, and forward fuselage structure. Several trees were severed at different heights before impact; calculated bank angle at initial impact was about 34° right wing low. The airframe and engine were fragmented and distributed in the debris field. CAPS components were separated; the parachute was fully extended but folded, with slider at base of canopy and entangled in trees. The CAPS rocket was found about 200 ft from initial impact and was not expended.
Wreckage was recovered on June 28, 2018, due to snow and terrain. Examination on August 29, 2018, by the NTSB investigator-in-charge and representatives from Cirrus and Continental Motors revealed the fuselage, flight controls, instrument panel, engine, and propeller were fragmented and destroyed. Flight control continuity was established to rudder and elevators; aileron control cables separated in multiple locations, with a portion not observed. Cable and pulley damage was consistent with overload failures. No evidence of mechanical malfunctions or failures precluding normal operation was found. The Avidyne DFC 90 autopilot's micro SD card was recovered but data recovery was unsuccessful due to damage.
Medical and Pathological Information
Autopsies performed by the Garfield County Coroner's Office listed the cause of death for each occupant as multiple blunt force injuries. Toxicology testing on pilot specimens was negative for ethanol and drugs; carbon monoxide and cyanide tests were not performed.
Additional Information
According to FAA Safety Team literature, pilots under both instrument and visual flight rules are subject to spatial disorientation and optical illusions that may cause loss of aircraft control. When visibility is restricted, sensory conflicts can make it difficult to determine orientation. Vestibular and proprioceptive systems may provide misleading information when visual references are absent, leading to spatial disorientation.