Pilot Debrief

PIPER PA-32-300 near Mount Charleston, NV — 2008-06-28

Final reportLAX08FA203
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Date
2008-06-28
Location
Mount Charleston, NV, USA
Airport
VGT
Aircraft
PIPER PA-32-300
Registration
N4063W
Category
Airplane
Highest injury
Fatal
Fatalities
4

Probable cause

The pilot's failure to maintain clearance from mountainous terrain and his selection of a cruise altitude that provided inadequate terrain clearance. Contributing to the accident were the high density altitude and the rapidly rising terrain.

NTSB narrative

The pilot's initial course after takeoff would have put the airplane passing to the north of a mountain range. As the airplane continued the climb, the pilot changed course towards the mountainous terrain. The air traffic controller asked the pilot if he would be flying southwest of the mountain range, to which the pilot replied in the affirmative. The air traffic controller then terminated radar services. The airplane then made two heading changes and continued to fly into a mountain valley area. Witnesses located about 6 miles further into the valley observed the airplane flying at altitudes of 300 feet above ground level and below, and towards rising terrain. Witnesses additionally reported hearing steady engine noise consistent with high rpm. The airplane then collided with a tree and rising terrain at the base of a box canyon. The accident site was located at 7,660 feet, on a 10-degree uphill sloping valley floor. The accident site was about 6 miles west, and 860 feet above the final radar return, and 26 miles west, and 5,455 feet above the departure airport. Steep sloping canyon walls with elevations ranging between 10,000 and 11,918 feet surrounded the site immediately to the north, west, and south. From the accident site's elevation, the peak of the canyon's rim rose in excess of the airplane's climb performance capability. The calculated density altitude at the accident elevation was about 11,000 feet. The service ceiling for the airplane at a maximum gross weight was 16,250 feet. Within the valley area, about 4 miles west of the last radar return, a course reversal turn would have been possible using a bank angle of about 30 degrees. At the accident location, there was insufficient clearance from terrain to perform a course reversal. Investigators found no evidence of preimpact mechanical malfunctions or failures during the examination.

NTSB coding

View NTSB final report

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