NTSB Factual Report

On February 22, 2018, at an unknown time, a Piper PA-32R-300 airplane, Canadian registry C-GYGY, was destroyed when it impacted terrain under unknown circumstances near Monticello, Utah. The private pilot/owner and the three passengers were fatally injured. The personal flight was conducted under the provisions of Title 14 Code of Federal Regulations Part 91. Undetermined meteorological conditions prevailed. No flight plan was filed for the flight.

The pilot and passengers were all Canadian citizens, and resided in Alberta Canada. According to the pilot's daughter, the pilot typically wintered with the airplane in the southern United States (US). On a return trip from the US to Alberta in the airplane in very early February, the pilot left the airplane at Cut Bank International Airport (CTB), Cut Bank, Montana in the US, reportedly because adverse weather prevented the aerial completion of the trip. The airplane remained hangered at CTB until February 21, when the pilot and passengers drove to CTB to begin the flight journey that would include the accident leg.

The passengers included the pilot's friend, the pilot's son, and a friend of the pilot's son. The pilot was the only licensed pilot on board, but his 28 year old son was reported to have at least some flight experience. According to the pilot's daughter, the son's experience, in combination with other passengers' lack of flight experience, likely resulted in the pilot's son occupying a cockpit seat for the trip.

The flight destination was Albuquerque New Mexico, for the purpose of enabling the pilot to examine an airplane for possible purchase. The pilot's daughter stated that as she understood it, the pilot planned to fly from CTB to Albuquerque in one day, and she was not aware of any planned stops. However, due to unspecified weather, the flight landed at Grand Junction Airport (GJT), Grand Junction, Colorado, and the group overnighted in Grand Junction. According to the fixed base operator (FBO) at GJT, the pilot had requested a fuel top-off on February 21, and the airplane was serviced with 17.6 gallons of fuel that same day. The pilot was not in attendance for the refueling. To date no other fueling records have been located.

According to GJT air traffic control tower information, on February 22, the airplane departed to the northeast at 0937 mountain standard time. To date, no further communications between the airplane and any air traffic control facilities have been located.

About 2200 on February 22, in response to a concerned party, the Federal Aviation Administration (FAA) issued an Alert Notice (ALNOT) stating that the airplane was overdue. About 0215 on February 23, the US Air Force Rescue Coordination Center (AFRCC) reported that an emergency locator transmitter (ELT) signal had been detected in the vicinity of La Sal Junction, Utah. Multiple ground and airborne searches were initiated during that day. At 1649 on February 23, previously unknown aircraft wreckage was located by a Civil Air Patrol search aircraft. Law enforcement personnel arrived at the scene soon thereafter, and the wreckage was confirmed to be that of the missing airplane.

The wreckage was located in a field about 10 miles southeast of Monticello, Utah. The debris field was oriented on a magnetic track of about 085°, and was about 550 feet long. The site elevation was approximately 6,800 ft above mean sea level (msl). An investigative team mapped the debris field and conducted an initial wreckage examination. Both wings had fracture-separated from the fuselage. All major components of the airplane, including all flight control surfaces, were identified at the scene. The landing gear damage was consistent with it being retracted at the time of impact. The engine had fracture-separated from the fuselage. No evidence of any pre-impact mechanical deficiencies that would have precluded continued flight were observed. No evidence of any pre-or post-impact fire was observed. The wreckage was recovered on February 27 for transport to, and subsequent detailed examination at, a secure facility.

The pilot held a Transport Canada (TC) private pilot certificate with an airplane single-engine land rating. Flight time records indicated that as of February 9, 2018, the pilot had about 597 total hours of flight experience. His most recent TC Category 3 medical certificate was issued in February 2018.

TC information indicated that the airplane was manufactured in 1976, and was equipped with a Lycoming IO-540 series engine. The most recent annual or 100-hour inspection was completed in September 2017. The pilot was in the process of selling the airplane, and an undated advertisement stated that the airplane had a total time (TT) since new of 2,744 hours. The propeller TT was listed as 32 hours, and the engine "time since overhaul" was cited as 682 hours. The advertisement noted that the airplane was equipped with an autopilot, and an engine monitor with recording capabilities.