Accident Details
On January 7, 2024, at 2019 Pacific daylight time, a Cessna 421C, N421TP, sustained substantial damage when it struck a disabled Piper PA-46, N819RL, on runway 27 at Carson City Airport (CXP), Carson City, Nevada. The pilot of the Cessna was not injured. The airplane was being operated as a Title 14 Code of Federal Regulations Part 91 positioning flight.
Sequence of Events
The pilot of N421TP flew from CXP to Van Nuys Airport (VNY), California, refueled, and departed about 1820 on an IFR flight plan with CXP as the filed destination. About 1826, a Piper PA-46, N819RL, landed at CXP, departed the runway due to icy runway conditions, spun 180°, and came to rest adjacent to the active runway with its left wing partially blocking the runway. The pilot of the Piper contacted Flight Service shortly after to notify them of the partial obstruction.
About 1913, Flight Service issued a NOTAM stating an unsafe disabled aircraft affecting runway 09/27 at CXP and notified the airport manager. About 1915, the airport manager notified an airport employee of the disabled airplane. The airport manager requested Flight Service to issue another NOTAM that the runway was closed, which was issued about 1925.
About 1936, the airport manager contacted a resident adjacent to the airport and requested he monitor the CTAF and warn inbound aircraft of the closure. The airport employee arrived about 1938 and proceeded to the disabled airplane to meet its pilot.
Meanwhile, the pilot of N421TP checked the AWOS at CXP en route. Because of weather and the lack of night instrument approaches at CXP, he elected to fly an instrument approach to Minden-Tahoe Airport (MEV), cancel IFR en route, and continue to CXP under VFR. About 1947, he changed his destination with Oakland ARTCC (ZOA). He did not inform ZOA of his intent to cancel IFR and resume to CXP, nor was he required to.
About 1954, the airport employee transported the pilot of the disabled airplane to the terminal due to cold weather. About 1955, ZOA provided NOTAM information for MEV. About 1959, ZOA instructed the pilot to descend to 14,000 ft and cleared him for an instrument approach about 2004. The pilot rechecked the CXP AWOS, advised ZOA he had the airport in sight, and canceled his IFR flight plan about 2006.
A second airport employee arrived about 2008. The first employee and the disabled airplane’s pilot went to take pictures, while the second employee remained at the terminal to care for the pilot's dog. The first employee could not recall when he returned to the terminal.
The pilot of N421TP reported transmitting his intention to land at CXP on CTAF when about 10 mi from the airport. He rechecked the AWOS and transmitted his position again as he overflew CXP to the north.
The airport resident monitoring CTAF reported hearing five clicks to activate runway lights and the Cessna pilot's 10-mile call for landing runway 27. He then made four or five radio calls asking, “aircraft landing at Carson, do you copy?” but heard no response. The Cessna pilot stated he did not hear any transmissions on the CXP CTAF and subsequently landed on the blocked runway, unaware of the Piper until he heard a “thump” during landing. The left winglet of the Cessna impacted the left wing of N819RL, substantially damaging N421TP’s left aileron. The pilot then taxied to a hangar and parked.
The first airport employee received a report of the accident from an FBO employee about 2033. He added a voice message to the AWOS advising the runway was closed about 2040. He stated he did not hear any radio calls from the accident pilot or the resident.
Runway Closure Communications
The CXP airport emergency response plan stated the airport manager or designee is responsible for coordinating airport closure and disseminating NOTAMs. The plan also stated under Alert 3 Accident Classification Response that airport staff should issue NOTAMs and ensure appropriate CTAF advisories. However, the plan did not provide specific actions for non-accident runway closure events. The airport had lighted runway closure markings but they were not placed on the runway following the Piper's incident. Airport personnel stated the signs required personnel availability to move them.
Post-Accident Findings
The day after the accident, airport staff flew a similar flight profile to test the resident's handheld radio transmission capability. The resident reported hearing staff transmissions at 10 miles, but staff did not hear his transmissions until the airplane was within 7 or 8 miles of the airport. Following the accident, CXP personnel updated the airport emergency response plan to include a checklist for issuing NOTAMs and updating AWOS in the event of an aircraft accident or incident.