History of Flight
On May 11, 2018, at approximately 2019 mountain daylight time, a Cirrus Design Corporation SR22 airplane, registration N507TX, impacted terrain near Lone Tree, Colorado. The private pilot was fatally injured and the airplane was destroyed. The personal flight was conducted under Title 14 CFR Part 91 in dusk, visual meteorological conditions. No flight plan was filed. The airplane had just departed from Centennial Airport (APA), Denver, Colorado, en route to Grand Junction Regional Airport (GJT).
The pilot traveled to APA to pick up his airplane following an annual inspection. He intended to fly to GJT that evening and join his family in Nevada the next day.
At 1957, the pilot contacted ground control, stating he was ready to taxi with ATIS information and departing to the south. He was cleared to taxi to runway 35R. After an engine run-up, he was cleared for takeoff at 2014 and instructed to remain west of the centerline for a left downwind departure to the south. The pilot acknowledged. Traffic advisories were issued for another Cirrus and a military jet trainer on final approach.
Radar data showed the airplane beginning a left turn east at about 7,100 ft msl. At 2016:41, the controller instructed the pilot to "fly east through the centerline" for traffic descending from 9,000 ft. The pilot responded accordingly. The airplane crossed the extended centerline.
At 2017:28, the controller asked about the pilot's on-course heading. The pilot responded he wanted to return to Centennial. The controller asked if he wanted runway 28; no response. The airplane turned northwest back toward the centerline. At 2017:57, the controller requested remaining east of the centerline due to a Hawk on final. The pilot acknowledged.
At about 2018, wind information was provided and the pilot was asked if he wanted runway 28 or 35R. Thirty-eight seconds later, the pilot asked for winds again. The controller then said, "you're still flying westbound, please, I need you east, east of the centerline." No response. The airplane was at 7,700 ft msl.
At 2019:05, the controller said, "I need you to do what I'm telling you to do, now fly westbound, continue westbound." No response. Radar contact was lost shortly after.
Personnel Information
The pilot's flight logbook was not located; total flight time and recent experience could not be determined. On his last medical certificate application (May 19, 2016), he estimated total flight time as 2,300 hours.
Aircraft Information
The airplane underwent annual inspection at APA in April 2018, completed on the accident day. The inspection was routine. The maintenance facility owner noted that in 2013, the Avidyne PFD altimeter failed the 91.411 test by 10-15 ft, and deferral was done each year since.
Meteorological Information
The nearest weather station (APA, 2.5 nm north-northwest) reported at 1953: wind 350° at 14 knots gusting 21, 7 miles visibility, 1,500 ft broken, 10,000 ft overcast, temperature 15°C, dew point 12°C, altimeter 29.82 inHg. Another pilot breaking out of clouds reported at 6,800 ft msl. Two pilots on instrument approach reported broken-to-overcast between 800-1,000 ft agl, ragged bottoms, no turbulence, icing, or precipitation. A witness near the accident site reported low clouds about 200 ft overcast, surface winds exceeding 25 knots.
Security camera footage from the APA control tower showed a light likely from the accident airplane at 2018:40, not visible before or after. Sunset was at 2005, end of civil twilight at 2035. The pilot did not request a weather briefing. A witness who spoke with the pilot reported he was concerned about weather and planned to fly south to avoid it.
Wreckage and Impact Information
The airplane impacted an open field 2.5 miles south-southwest of runway 35R, west of a housing development. Initial impact marks indicated a right wing-low, nose-level attitude. The airplane fragmented, debris scattered for 1,219 ft. The initial impact point showed a long narrow ground scar with wing paint chips, continuing to three scars consistent with nose and main landing gear. The scar widened with fuselage debris for 40 ft, ending with propeller strike marks.
Debris field extended east for 1,100 ft, containing fragmented wings, empennage, fuselage, engine exhaust, instrument panel, and personal effects. The engine separated and came to rest embedded in the west-facing wall of a home. Cockpit instruments were fragmented. Examination found no preimpact failure or malfunction.
Additional Information
FAA Order JP 7110.65X states ATC's primary purpose is preventing collisions and providing safe, orderly traffic flow. 14 CFR 91.123 requires compliance with ATC instructions except in emergencies.
The FAA defines spatial disorientation as loss of proper bearings or mental confusion regarding position, location, or movement relative to the earth. Factors include acceleration changes, flight in IMC, transitions between VMC and IMC, and unperceived attitude changes.
Flight Recorders
The Avidyne PFD and MFD were recovered. Data from the PFD (25 min 56 sec) and MFD (25 min 6 sec) showed normal engine parameters. A spike at 2009 matched engine run-up, and at 2013 matched takeoff. Pitch and roll data correlated with radar; the airplane banked greater than 30° right and left several times in the last 2 minutes.
Medical and Pathological Information
Autopsy by Douglas County Coroner's Office concluded cause of death as multiple blunt force injuries. FAA toxicology tested negative for ethanol; muscle and liver tissue showed trace pseudoephedrine. Pseudoephedrine is a common decongestant and does not cause impairment or incapacitation.