Steamboat Sprng, CO, USA
N742BM
Grumman American AA-5B
According to one witness, an airplane, matching the description of the accident airplane, departed an airport near Fort Collins, Colorado, at approximately 0900. A second witness reported that an airplane, matching that same description, landed at an airport near Steamboat Springs, Colorado. According to the second witness, the airplane was on the ground for a short time. During this time, the second witness assisted the pilot in servicing one of the airplane's main landing gear tires with air while one of the passengers took a bathroom break. The pilot did not purchase any fuel for the aircraft. The airplane departed at approximately 1045. According to the local Sheriff's office, at 1116, they received a report of vertically rising black smoke near Rabbit Ears Pass. At approximately 1330, a crew in a firefighting helicopter dispatched to the scene to contain the fire, reported that there was aircraft wreckage in the fire. At approximately 1630, a search and rescue team reported an unknown number of fatalities. Due to the post impact fire, the immediate identification of the aircraft and its occupants was not possible. A serial number, obtained from the airplane's engine, was later used to identify the wreckage. The accident site was located in mountainous terrain at an elevation of approximately 9,500 feet msl. The on-site investigation revealed several damaged trees along a 200-foot debris path preceding the accident site near the crest of a heavily forested mountain valley. No preimpact airframe or engine anomalies were identified. The calculated density altitude, at an airport approximately 27 nautical miles west of the accident site, was 9,152 feet msl.
HISTORY OF FLIGHT On July 19, 2003, at approximately 1100 mountain daylight time, a Grumman American AA-5B, N742BM, operated by the pilot, was destroyed when it impacted mountainous terrain near Rabbit Ears Pass, approximately 15 miles southeast of Steamboat Springs, Colorado. A post impact fire ensued. The private pilot and his two passengers were fatally injured. Visual meteorological conditions prevailed. No flight plan had been filed for the personal flight being conducted under Title 14 CFR Part 91. According to one witness, an airplane, matching the description of the accident airplane, departed the Fort Collins Downtown Airport (3V5), Fort Collins, Colorado, at approximately 0900. A second witness reported that an airplane, matching that same description, landed at Steamboat Springs/Bob Adams Field (SBS), Steamboat Springs, Colorado. According to the second witness, the airplane was on the ground for a short time. During this time, the second witness assisted the pilot in servicing one of the airplane's main landing gear tires with air while one of the passengers took a bathroom break. The pilot did not purchase fuel for the aircraft at SBS. The airplane departed at approximately 1045. According to the Routt County Sheriff's Office, at 1116, they received a report of vertically rising black smoke near Rabbit Ears Pass. At approximately 1330, a crew in a firefighting helicopter dispatched to the scene to contain the fire, reported that there was aircraft wreckage in the fire. At approximately 1630, a search and rescue team reported an unknown number of fatalities. Due to the post impact fire, the immediate identification of the aircraft and its occupants was not possible. A serial number, obtained from the airplane's engine, was later used to identify the wreckage as N742BM. PERSONNEL INFORMATION According to FAA records, the pilot held a private pilot certificate with an airplane single-engine land rating, dated September 10, 2001. The pilot held a third class airman medical certificate, dated August 17, 2001, with the limitation: "Must wear corrective lenses. Miscellaneous restriction assigned, not valid for any class after August 31, 2003." According to the pilot's logbook, which included entries dated from June 8, 1990, to August 4, 2002, as of August 4, 2002, he had logged a total flight time of 199.1 hours in all aircraft, and 119.5 hours as pilot-in-command, of which a total of 20.0 hours of flight time was logged in N742BM. According to the pilot's son, on or about August 4, 2002, the pilot started a new logbook. The pilot's current flight logbook was not located. AIRCRAFT INFORMATION The accident airplane was a 1975 Grumman American model AA-5B (s/n AA-5B-0202). The airplane was equipped with a Lycoming model O-360-A4K reciprocating engine (s/n L-26919-36A). The engine was equipped with a Sensenich Corporation model 76EM8S10-0-63 two-bladed propeller (s/n 30679K). According to airplane logbooks, a 100-hour/annual inspection was completed on July 12, 2002, at a total airframe and engine time of 4,159.7 and 2,524.2 hours respectively. METEOROLOGICAL INFORMATION At 1115, the reported weather conditions at Yampa Valley Airport (HDN), Hayden, Colorado, (approximately 27 nautical miles at 290 degrees from the accident site and at an elevation of 6,602 feet msl) was: wind 060 degrees at 5 knots; visibility, 10 statute miles; sky condition, clear; temperature 81 degrees Fahrenheit; dew point 47 degrees Fahrenheit; altimeter setting 30.38 inches. The calculated density altitude was 9,152 feet msl. WRECKAGE AND IMPACT INFORMATION The National Transportation Safety Board's on-scene investigation began on July 21, 2003. The accident site was located approximately 5 miles southwest of Rabbit Ears Pass, and 3 ½ miles south of U.S. Highway 40, in mountainous wooded terrain at an elevation of approximately 9,500 feet msl. The on-site investigation revealed that the airplane struck several trees along a 200-foot debris path near the crest of a heavily forested mountain valley. The debris path, which included several large branches, tree tops, and fractured pieces of the left and right wings, was on a heading of approximately 075 degrees. The airplane impacted one 50-foot conifer tree at approximately 30 feet above the ground, uprooting the tree as the airplane descended to the ground. A post impact fire ensued which destroyed the airplane and burned an area of approximately 1/8 of an acre surrounding the site. During the on-site examination of the wreckage, the altimeter's faceplate was located with a 30.08 indication in the kollsman window. All other instruments and gauges exhibited heat damage and their readings and indications were not legible. Three seat belt buckle assemblies were located. Although the seat belt was destroyed by fire, each of the three seat belt buckle assemblies remained connected. Two of the seat belt buckle assemblies had the shoulder harness connecting link engaged. The engine and propeller assembly, with attached engine mount, was separated from the fuselage. The engine and propeller assembly exhibited heat damage. One side of the propeller spinner was crushed. Although one propeller blade was bent aft approximately 5 degrees, beginning at a point approximately 6 inches from the tip, no rotational scratches, or scoring was noted on the propeller blades or on the propeller spinner. Due to the post impact fire, flight control continuity could not be determined. The wreckage was recovered and removed from the site for further examination. MEDICAL AND PATHOLOGICAL INFORMATION The Jefferson County Coroner's Office conducted an autopsy on the pilot on July 22, 2003, in Golden, Colorado. The FAA's Civil Aeromedical Institute (CAMI) in Oklahoma City, Oklahoma, performed toxicology tests on samples taken from the pilot. According to CAMI's report (#200300222001), carbon monoxide, and cyanide testing was not performed. Ethanol was not detected in the brain or liver. No drugs, as listed, were detected in the liver. TESTS AND RESEARCH On August 20, 2003, a manufacturer's representative from Textron Lycoming examined the engine. The examination revealed that the engine exhibited extensive fire damage and several engine components were damaged by impact forces. Although there was extensive damage to the engine, he stated that, "nothing was found during the engine examination that would have precluded the engine from making power prior to impact." No preimpact airframe anomalies were identified. ADDITIONAL INFORMATION Parties to the investigation were the FAA Flight Standards District Office, Denver, Colorado, and Textron Lycoming. The airplane wreckage was released to the owner's representative on Feb 24, 2004.
The pilot's failure to maintain terrain clearance. Contributing factors include the pilot's inadequate preflight planning/preparation, high density altitude, and mountainous conditions.
Source: NTSB Aviation Accident Database
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