N110UMPiper PA-32R-301T · 2005

On October 9, 2012, about 1344 mountain daylight time (MDT), a Piper PA-32R-301T Saratoga II, N110UM, was destroyed when it collided with mountainous terrain near the summit of Laramie Peak, about 51 miles southeast of Casper, Wyoming. The non-instrument rated private pilot and 3 passengers were fatally injured. The airplane was registered to one of the passengers and operated by the pilot as a visual flight rules (VFR) cross-country flight under the provisions of 14 Code of Federal Regulations (CFR) Part 91. Visual meteorological conditions prevailed at the departure and destination airports. No flight plan was filed for the flight that originated from Marshall, Texas (KASL) about 0820 central daylight time. The pilot's planned destination was Casper, Wyoming, with an intermediate fuel stop in Dodge City, Kansas. The flight departed Dodge City about 1130 central daylight time (CDT).

On October 9, family members alerted the Federal Aviation Administration (FAA) that the pilot was overdue at his planned destination; that evening an alert notice (ALNOT) for the missing airplane was issued. On October 11, search and rescue personnel discovered the wreckage near the summit of Laramie Peak.

The wreckage was located on the southeast (upslope) side of the Laramie Peak just below the summit.

A review of FAA airman records revealed that the pilot, age 21, was issued a private pilot certificate June 22, 2012 with an airplane single engine land rating. The pilot did not hold an instrument rating. The records showed that the pilot applied for the private pilot certification on June 22, 2012; at that time he reported 57.4 total flying hours that included 36.9 hours of dual instruction and approximately 19 solo hours. He reported a total of 3.8 hours instrument flying experience.

The pilot held an FAA third-class airman medical certificate that was issued on November 23, 2010; the medical certificate carried no limitations or restrictions.

A passenger, believed to be seated in the right front seat of the airplane, had considerable flight experience; however, his Airline Transport Pilot Certificate, Certified Flight Instructor Certificate and Ground Instructor Certificate were revoked by the FAA Administrator, via an emergency order of revocation, on July 28, 2008.

The airplane was a single-engine 2005 model Piper PA-32R-301T, 6-place, low-wing configuration with retractable landing gear. It was powered by a Lycoming TIO-540-AH1A, 300 horsepower engine and equipped with an adjustable-pitch propeller. The airplane was equipped with dual cockpit flight controls, an S-TEC autopilot, Avidyne Entegra Integrated Flight Deck, Primary and Multifunction Flight Displays (PFD, MFD), and dual Garmin GNS 430 GPS navigation transceivers.

Examination of the airplane's maintenance records revealed that its most recent annual inspection was completed on July 27, 2012, at 653.3 hours airframe total time.

Fueling records showed that the airplane was last refueled in Dodge City, Kansas on November 9, 2012 at 1125 CDT, with the addition of 61.9 gallons of AVGAS.

Weather in the area during the timeframe of the accident included low clouds and mountain obscuration. An AIRMET (Airman's Meteorological Information) for mountain obscuration was issued by the National Weather Service (NWS) for the area and timeframe of the accident.

The NWS Surface Analysis Chart for 1200 on October 9 depicted a low pressure system over southeastern Wyoming that extended from Colorado, Southern Wyoming and into Idaho, with a high pressure system over Montana. The station model for Casper, Wyoming, depicted a wind from the northeast at 5 knots, overcast clouds with a temperature of 3 degrees Celsius (C) and a dew point minus 2 degrees C.

A review of Remote Automated Weather (RAWs) sites operated by the Bureau of Land Management indicated that the Esterbrook, Wyoming, RAWs, at an elevation of 6,597 feet and approximately 10 miles north of the accident site, reported a northerly wind at 5 knots, a temperature of minus 1 degree C, minus 2 degrees C, and a relative humidity of 97 percent. No ceilometer or visibility information was available from the site; however, based on the temperature-dew point spread (assuming a standard lapse rate) would suggest cloud heights about 500 feet above the station.

In-Flight Weather Advisories

An AIRMET Sierra for instrument meteorological conditions, mountain obscuration with areas of clouds and mist was issued with conditions expected to end between 1200 and 1500. An AIRMET Zulu for occasional moderate icing conditions was also valid between 8,000 and 18,000 feet.

Casper/Natrona County International Airport (KCPR) was one of the closest official weather reporting location to the accident site, located 59 miles northwest at an elevation of 5,350 feet.

At 1353 (1953Z), KCPR reported wind from 100 degrees at 4 knots, visibility 10 statute miles, ceiling broken at 1,900 feet, overcast clouds at 9,000 feet, temperature 4 degrees C, dew point -2 degrees C, altimeter 30.14 inches of mercury.

It was not determined if the pilot obtained a weather briefing for the flight.

The airplane impacted mountainous terrain near the summit of Laramie Peak about 51 miles southeast of Casper, Wyoming. Access to the wreckage was limited to search and rescue (SAR) personnel due to terrain and weather conditions. The wreckage was located on the southeast (upslope) side of the Laramie Peak at an elevation of about 9,750 feet. SAR personnel reported that the airplane impacted steep terrain and a majority of the wreckage was consumed by postcrash fire. SAR personnel reported that all major structural components of the airplane were present at the accident site.

The wreckage was later recovered to a hangar facility in Greely, Colorado. Representatives from the National Transportation Safety Board, FAA, Piper, Lycoming Engines and Avidyne examined the wreckage at the hangar facility on February 13, 2013. The wreckage sustained extensive ground impact and postcrash fire damage and was destroyed. Examination of the recovered airframe, engine and system components revealed no evidence of preimpact mechanical malfunction that would have precluded normal operation.

Additional examination information can be found in the wreckage examination report with accompanying pictures located in the public docket for this accident case file.

An autopsy was performed on the pilot on October 13, 2012, by Allen Forensic Pathology Consultant, Loveland, Colorado, at the request of the Albany County, Wyoming, Coroner's Office.

The FAA's Civil Aerospace Medical Institute performed forensic toxicology on specimens from the pilot with negative results for drugs and alcohol.

Radar data obtained from the FAA Technical Center in Atlantic City, NJ, showed the airplane level at 10,400 feet from 1300 until 1320, and then began a descent to 8,500 feet mean sea level (msl). The aircraft remained about 8,500 feet from 1327 until 1339, and then began a slow climb which continued until the collision with terrain. At 1341, the aircraft made a slight right turn. The last observed target on the accident aircraft was recorded at 1344 approximately one-quarter mile from the reported crash site about 9,700 feet msl.

Additional radar information can be found in the radar study located in the public docket for this accident case file.