NTSB Factual Report

HISTORY OF FLIGHT

On August 15, 2006, approximately 2220 mountain daylight time, a Cirrus Design Corporation SR20 single-engine airplane, N8127J, was destroyed when it impacted mountainous terrain while maneuvering near Mc Elroy Airfield (20V), Kremmling, Colorado. The commercial pilot sustained serious injuries and the passenger sustained minor injuries. The airplane was operated by West Valley Flying Club, Palo Alto, California, and registered to NIV Aviation, Los Alto Hills, California. Dark night visual meteorological conditions prevailed, and an instrument flight rules (IFR) flight plan was filed for the Title 14 Code of Federal Regulations Part 91 personal flight. The flight departed Cedar City Regional Airport (CDC), Cedar City, Utah, approximately 1900, with a planned destination of Jeffco Airport (BJC), Denver, Colorado.

According to the pilot and air traffic control (ATC) communications, prior to departure from Palo Alto (PAO), California, he obtained a standard weather briefing and filed an IFR flight plan. His plan was to fly from PAO to BJC with a planned stop at CDC to refuel. During the flight, the pilot utilized portable oxygen for the high altitude flight operations. Shortly after departure from PAO, ATC informed the pilot that the Mode C function of the transponder was not functioning. The pilot attempted to recycle the transponder; however, the attempts were unsuccessful. In addition to the Mode C problem, the pilot stated that the autopilot would not engage in the "NAV" mode, so the pilot decided to use the autopilot in the "APP" mode. The pilot continued the flight, and the airplane landed uneventfully at CDC.

During a 45-minute stop at CDC, the airplane was refueled, the pilot obtained another standard weather briefing and filed an IFR flight plan to BJC. According to the weather briefing transcript, the briefer informed the pilot of a convective SIGMET (Significant Meteorological Information) for thunderstorm activity in the mountains of Colorado. Moderate to strong weather radar echoes were reported along the pilot's intended route of flight. The pilot inquired to the briefer whether another route of flight had less thunderstorms, and the briefer responded, "no, those thunderstorms pretty much start at up toward the Rock Springs (Wyoming) area and go through to the Phoenix (Arizona) area...so it looks like no matter which way you go, you're going to be flying through something this afternoon."

According to the pilot's statement, which was taken by another individual (employee of West Valley Flying Club) and submitted to the NTSB investigator-in-charge (IIC) as part of the Pilot/Operator Aircraft Accident Report (NTSB Form 6120.1), the pilot decided to take off, and if the weather was not good enough, he would ask for vectors around the bad weather. If he could not be vectored, he would turn around and return to CDC.

Shortly after departure from CDC, the pilot again experienced problems with the Mode C function of the transponder and the "NAV" mode for the autopilot. According to communications with Denver Air Route Traffic Control Center (ARTCC), at 2025:05, the controller advised the pilot that an area of weather, moderate to severe precipitation, started at the pilot's 12 o'clock position in approximately 30 miles and extended for 75 miles past that point. The pilot acknowledged and requested to be rerouted around the weather. Based on the weather observation, the controller suggested the pilot divert to the south of Grand Junction, Colorado, and the pilot elected to divert to the south. At 2033:25 and an altitude of 16,000 feet mean sea level (msl), the pilot informed the controller that he was experiencing turbulence, requested alternate options, and if nothing else was possible, "we'd like to head to the nearest field and call it a day." The controller then cleared the pilot to 15,000 feet. At 2039:29, the pilot stated the turbulence was much better at that altitude and requested to continue his route as filed. At 2105:39, the pilot requested to land at Grand Junction "because the weather is just too bad..." The controller informed the pilot that Grand Junction's airport was closed due to a lightning strike and the airport lighting was not operating. The controller then reported that Rifle, Colorado, had an airport that was approximately 35 miles ahead of him. The pilot then inquired if the weather improved past Rifle, and the controller informed the pilot that he would be exiting the heavier precipitation in about 5 miles. The pilot elected to continue the flight, and then asked, "just wonder if Eagle Country Regional Airport is open, would like to keep our options open in case the weather turns (unintelligible) after Rifle."

At 2150:54, the controller informed the pilot that the minimum IFR altitude was 16,000 feet, and he cleared the pilot to climb and maintain 16,000 feet. The pilot responded, "at 15,500 feet...that's the maximum we can do..." The pilot reported that during this portion of the flight, the pitot heat was on; however, the airspeed went to 0 knots and the primary flight display (PFD) was lost. The airspeed indication on the PFD was intermittent and the engine data on the multi-function display was lost. The pilot reverted to the standby instruments and set the engine to 2,650 RPM, which resulted in a 85-90 knot airspeed at 15,000 feet. The pilot also heard 2 to 3 "piercing tones" which he thought might have been the stall warning horn or something else. He reported it was raining at the time of these events. At 2200:34, the pilot informed the controller that he just lost [the airplane's] engine sensor and he wondered what the closest field was in case he needed to divert. The controller advised the pilot that Granby, Colorado, airport was 12 miles ahead of him and Mc Elroy Airfield (20V), Kremmling, Colorado, was 12 miles behind him. The pilot told the controller he'd like to divert to Granby. The controller inquired whether the pilot was in visual flight rules (VFR) conditions, and the pilot responded in the negative. The controller stated that Granby did not have an IFR approach; however, 20V did have an IFR approach. At 2203:07, the pilot stated he was unable to maintain altitude and was descending to 14,000 feet. Shortly thereafter, the pilot requested a lower altitude; however, the controller stated the minimum IFR altitude was 14,000 feet. The pilot acknowledged and stated he was heading to 20V.

During the next 10 minutes of flight, the controller and pilot were communicating about headings, altitudes, and fixes for an approach to 20V. Radar data depicted the airplane heading to the west toward 20V, then execute a reverse in direction (east, southeast), and then a turn back toward 20V. At 2213:34, the pilot reported he was at the ZUMNY fix and descending to 9,400 feet for the final approach fix LARNE for runway 27. At 2216:49, the controller stated that 20V was at the 12 o'clock position and 3 miles ahead. At 2216:54, the pilot reported the airport in sight and the controller requested the pilot contact ATC when on the ground at 20V.

According to a witness, who was located in his residence adjacent to 20V, he observed an airplane flying over the runway in a east to west direction. The airplane was approximately 150 to 200 feet above the runway and had its position lights on, but no landing light. He stated the runway lights were not on at any time. The witness heard the airplane's engine running just above idle and observed the airplane continue to the west at a low altitude above the town. Approximately 2,000 feet beyond the runway, the witness heard the engine "rev back up", and then he stopped watching the airplane. He reported the following weather conditions at the time: not raining, winds were calm, and visibility was good.

At 2219:17, the pilot stated, "we're still in the air doing the missed approach, going around." The controller then informed the pilot that the airport in Hayden, Colorado, was reporting VFR conditions and had a precision instrument approach. The pilot acknowledged and stated he'd be more comfortable with a precision approach. The controller requested that the pilot climb and maintain 15,500 feet. The pilot responded, "negative, that's going to be hard for us, I think the best we'll be able to do is 14,000..." The controller asked for the pilot's current altitude and position, and the pilot responded, "we're heading 250 [degrees], 4 miles from Kremmling Airport, at 8,200 feet..." No further communications from the airplane were received by ATC.

Shortly after his last communication with ATC, the pilot heard a huge crash, like a car hitting something, and he then was unconscious for 5 to 10 minutes. After he regained consciousness, the pilot heard his son crying outside the airplane. The pilot attempted to get out of the airplane; however, his left foot was pinned under the rudder pedal. He attempted to communicate with ATC, but was unsuccessful. The pilot then turned off the airplane's electrical power and finally was able to free his foot. The pilot decided to stay in the airplane with his son until help arrived.

The airplane impacted mountainous terrain approximately 4 miles west of 20V. Search and rescue operations located the airplane approximately 0615 on August 16, 2006.

According to the individual who located the airplane and occupants, the pilot reported to him that he was "flying last night in bad weather, it was a stupid thing to do and he should not have been flying."

During a NTSB interview with the pilot, he stated that the airplane broke out of the clouds at decision height altitude for 20V and he could see houses and lights; however, he did not see the runway. The IIC asked the pilot if he switched over from ARTCC's frequency to 20V's UNICOM frequency; the pilot stated he did not think he did.

PERSONNEL INFORMATION

The pilot, who was seated in the left front seat during the accident flight, held a commercial pilot certificate, with single-engine, multi-engine, and instrument airplane ratings. The pilot was issued a first-class medical certificate on March 9, 2005, with no restrictions or limitations. According to the Pilot/Operator Aircraft Accident/Incident Report (NTSB Form 6120.1), the pilot reported he had accumulated a total of 275 flight hours, of which 21 hours were accumulated in the same make and model as the accident airplane, 11 night flight hours, 9 flight hours in actual instrument meteorological conditions (IMC), and 64 flight hours in simulated IMC. The pilot's most recent biennial flight review (BFR) was accomplished on October 21, 2005, in a Cessna 172.

During the NTSB interview with the pilot, he reported that he had not filed an IFR flight plan in the preceding 12 months and had no actual instrument meteorological conditions (IMC) flight experience as a single pilot.

A review of the pilot's logbook and the flying club records revealed the pilot joined the flying in club in July 2006. The pilot was checked out in the accident airplane make and model on July 10, 2006, and July 31, 2006. During the July 31st flight, the pilot satisfactorily completed a "Mountain Checkout." The "Mountain Checkout" syllabus was designed and maintained by the West Valley Flying Club.

Cirrus Design Corporation sponsors a Cirrus Pilot Transition Training course and recommends that individuals acting as pilot-in-command of Cirrus aircraft complete the transition course. A review of the pilot's records indicated that he had not enrolled in or completed the course prior to the accident.

AIRCRAFT INFORMATION

The 2003-model Cirrus Design Corporation SR20, serial number 1350, was a low-wing airplane. The airplane was powered by a six cylinder, horizontally opposed, air-cooled, fuel injected Teledyne Continental Motors (TCM) IO-360-ES (6) engine, serial number 357639, rated at 200 horsepower. The airplane was equipped with a two-blade Hartzell constant speed, aluminum alloy propeller. The airplane was configured to carry four occupants.

The airplane was issued a standard airworthiness certificate on August 26, 2003, and was certificated for normal category operations. The airplane was registered to NIV Aviation Inc., on September 24, 2003. At the time of the accident, the airframe had accumulated a total time of 897.6 hours.

A review of the airframe records revealed the airframe underwent a 100-hour inspection on August 11, 2006, at a tachometer time of 875 hours. On the day of the accident, the altimeter was tested to 20,000 feet.

A review of the engine logbook revealed that on July 21, 2005, at a total engine time of 743 hours, the engine was removed and inspected due to a propeller strike. The inspection was performed per TCM Service Bulletin 96-11, Propeller Strikes and Hydraulic Locks. On March 28, 2006, at a total engine time of 875 hours, the engine was removed due to a "crack on case." The engine was repaired and reassembled by TCM in Mobile, Alabama. On August 9, 2006, the engine was installed on the airframe.

METEOROLOGICAL INFORMATION

At 2231, the 20V automated surface observing system (ASOS) reported the wind from 290 degrees at 7 knots, 10 statute miles visibility with rain, scattered clouds at 3,300 feet above ground level (agl), broken clouds at 5,000 feet agl and overcast clouds at 8,000 feet agl, temperature 15 degrees Celsius, dew point 9 degrees Celsius, and an altimeter setting of 30.34 inches of Mercury. The calculated density altitude was approximately 9,500 feet.

AIRPORT INFORMATION

Mc Elroy Airfield, 20V, is a public, uncontrolled airport located 1 mile east of Kremmling, Colorado, at 40 degrees 03.13 minutes north latitude, and 106 degrees 22.08 minutes west longitude, at a surveyed elevation of 7,411 feet. The UNICOM frequency for the airport is 122.8 MHz. The airport features one asphalt runway, Runway 9/27, which is 5,540 feet by 75 feet. The Airport/Facilities Directory notes that mountainous terrain surrounds the airport.

Runway 9/27 is equipped with medium-intensity runway edge lights, and runway end identifier lights. Airport lighting is pilot controlled and activated through the UNICOM frequency.

Runway 27 is configured for a GPS instrument approach. The missed approach procedure for that approach instructed the pilot to "climb to 9,600, then climbing right turn to 15,500 direct to PENEY WP and hold."

WRECKAGE AND IMPACT INFORMATION

The airplane impacted rock and sagebrush covered terrain and came to rest upright on a heading of 120 degrees at an elevation of 8,350 feet msl. A global positioning system (GPS) receiver recorded the location of the main wreckage as 40 degrees 02.775 minutes north latitude and 106 degrees 27.548 minutes west longitude. The wreckage debris path measured approximately 150 feet in length on a measured magnetic heading of 250 degrees. Examination of the airplane revealed the underside of the fuselage was crushed and the fiberglass was fragmented. Both cabin doors were separated from the airframe and found in the debris path. The nose and main landing gears were separated. The left and right wing leading edges were partially delaminated and punctured. The engine was partially separated from the firewall and remained attached via engine control cables. The two propeller blades displayed leading edge gouging, forward bending, and both blade tips were separated. The Cirrus Airplane Parachute System (CAPS) was not deployed, and the CAPS activation handle was in the stowed position with the safety pin removed. The cockpit flap switch was in the 50 percent position, and the throttle and mixture control levers were in the full forward positions.

MEDICAL AND PATHOLOGICAL INFORMATION

A toxicological test was not performed.

SURVIVAL ASPECTS

The pilot reported that after the accident, he regained consciousness within 5 to 10 minutes. He believed his head impacted the instrument panel during the impact. After regaining consciousness, the pilot heard his son crying outside the airplane. The pilot attempted to get out of the airplane; however, his left foot was pinned under the rudder pedal. After about 30 minutes, the pilot was

NTSB Probable Cause

The pilot's failure to properly execute the published missed approach procedure resulting in an impact with mountainous terrain. Contributing factors were the pilot's attempted flight into known adverse weather conditions, failure to obtain the UNICOM frequency during the approach which resulted in the pilot's failure to illuminate the runway lights, and the pressure induced on the pilot by the night, weather and terrain conditions encountered during the flight.