History of Flight
On October 17, 2023, about 1219 mountain standard time, a Piper PA-28-140 airplane, N6192J, sustained substantial damage during an accident near H. A. Clark Memorial Field Airport (CMR), Williams, Arizona. The two flight instructor-certificated pilots and the passenger were fatally injured. The flight was conducted as a Title 14 Code of Federal Regulations Part 91 personal flight.
According to data from the pilots' personal electronic devices (PEDs), the accident occurred on the third day of a multi-leg trip. The pilots obtained the aircraft on October 15, 2023, at Brown Field Municipal Airport (SDM), San Diego, California, and flew it to North Las Vegas Airport (VGT), Las Vegas, Nevada, that evening. On October 16, they flew from VGT to several airports including St. George Regional Airport (SGU) in Utah, Hurricane Municipal Airport (1L8) in Utah, Marble Canyon Airport (L41) in Arizona, Page Municipal Airport (PGA) in Arizona, and performed touch-and-go landings at Panguitch Municipal Airport (U55) and Bryce Canyon Airport (BCE) in Utah. Videos from the left-seat pilot's PEDs captured audio of the stall warning horn activating during climbs after takeoff from L41 and BCE, and a comment that the airplane had difficulty climbing due to high altitude.
On October 17, the passenger joined the pilots at VGT. Fuel receipts show 22.4 gallons were added before departure about 0930. Videos indicated the aircraft was near Grand Canyon National Park Airport (GCN) about 1038, and on approach to CMR about 1143, landing about 1150. About 20 gallons of fuel were added at CMR. The accident occurred about 30 minutes later, shortly after takeoff from runway 18. No photos or videos from the accident flight were found on the PEDs.
A witness living near the airport reported seeing the aircraft flying low over trees with its wings wobbling, which he described as abnormal. He observed it climb to about 100–200 ft above ground level before making a left turn toward the airport road. The witness stated he was "100% certain" that the engine shut off before the airplane fell straight to the ground.
Aircraft Information
The Piper PA-28-140 (Cherokee) had a maximum takeoff gross weight of 2,150 lbs. Weight and balance calculations showed that with a standard fuel load of 36 gallons, gross weight would be about 2,150 lbs within center of gravity limits. With a full fuel load of 50 gallons, the aircraft would exceed its maximum gross weight. According to the flight manual's Climb Performance Chart, a full-power takeoff at 2,150 lbs with 0° flaps at 89 mph calibrated airspeed would yield about 200 ft per minute climb at the calculated density altitude.
Meteorological Information
At the time of the accident, the reported weather conditions resulted in a calculated density altitude of about 8,922 ft. The wind was from about 280° at 6 knots with gusts to 12 knots, creating a moderate crosswind and a slight tailwind of about 1–2 knots for takeoff from runway 18.
Wreckage and Impact Information
The airplane came to rest inverted about half a mile south of runway 36 threshold on a magnetic heading of about 129°. The terrain elevation was about 6,670 ft, flat and rocky with sagebrush. A ground disturbance 6 inches wide and 1 foot long marked the initial impact point, with debris scattered along a bearing of about 171°. Fragments of a red lens, consistent with the left wing position light, were found in the disturbance. Additional ground disturbances and propeller strikes extended from the initial impact point to the wreckage.
All major components were contained within the main wreckage site. The flap handle, torque tube, and right flap were in the retracted position. The propeller remained attached to the crankshaft flange, which was damaged and deformed. One propeller blade was bent forward at mid-span; the other was slightly twisted, with chordwise marks on both. The spinner was crushed. Postaccident examination of the airframe and engine revealed no evidence of preimpact failure or malfunction that would have precluded normal operation.
Flight Recorders
The aircraft was not equipped with any onboard flight recorder. However, videos from the left-seat pilot's PEDs documented several flight legs on October 16. During approaches to SGU, the pilots discussed landing behind a heavier aircraft. At SGU, the left-seat pilot nearly lost control during a high-speed runway exit. At 1L8, the right-seat pilot corrected the left-seat pilot on approach and rotation speeds. During approaches to L41 and U55, the right-seat pilot questioned tight, nonstandard traffic patterns. At L41, the left-seat pilot landed at least halfway down the runway; at U55, he overshot the centerline and corrected sharply. During departure from L41 using a short-field takeoff technique, the stall warning horn activated when flaps were retracted. At BCE, the stall warning horn activated during flap reduction, and the left-seat pilot remarked that the airplane was not climbing.
Medical and Pathological Information
Autopsies performed by the Coconino County Medical Examiner's Office determined the cause of death for both pilots as multiple blunt force injuries. Toxicology testing on the left-seat pilot detected Delta-9-THC, Delta-8-THC, CBD, and their metabolites. Delta-9-THC is the primary psychoactive chemical in cannabis. Delta-8-THC, less potent but capable of producing a "high," is found in marijuana and hemp. The FAA considers marijuana use by pilots unacceptable. Toxicology on the right-seat pilot detected loratadine and its metabolite desloratadine, pseudoephedrine, and dextromethorphan and its metabolite dextrorphan. Loratadine (Claritin) and pseudoephedrine (Sudafed) are acceptable for pilots, but dextromethorphan, a cough suppressant that can cause drowsiness, is disqualifying for flying and requires at least 48 hours before performing pilot duties.
Additional Information
The FAA Safety Team published a safety enhancement topic on Mountain Flying Tips, noting that a normally aspirated engine loses 3% power per 1,000 ft of density altitude increase, wings produce less lift in less dense air, and aircraft weight should be carefully considered. Another briefing on mountain flying emphasized that failing to account for density altitude has led many pilots into situations their aircraft could not handle. (Note: This information has no direct association with the accident.)