SEA05FA007

The pilot, accompanied by his two passengers, departed on a local flight with the intention of returning in two hours. After the aircraft failed to return, search and rescue operations began. The aircraft was located the following afternoon in a dense forested area approximately 32 miles southwest of its destination. A witness who was hunting in the general vicinity on the day of the accident observed the airplane approach from the south and circle the area to the northwest in a deliberate manner. The witness was concerned about the airplane's low altitude over the hilly terrain and noted, "...it looked very slow, almost at stall speed, with the tail lower than the front of the airplane." The witness listened for any indication of engine trouble, "...but it was smooth and powerful." The witness observed the airplane disappear over some trees to the east, and about 10 to 15 minutes later it returned overhead, proceeding east again until it was out of sight. The witness found out later that the airplane he observed was the same one which had crashed. Examination of the aircraft revealed no anomalies which would preclude normal operations.

History of flight

On October 14, 2004, approximately 1800 Pacific daylight time, a Piper PA-28-140, N454FL, operated by a private pilot, was destroyed after impacting trees and mountainous terrain about 7 miles southwest of Grand Ronde, Oregon. A post-crash fire ensued. The airplane was registered to and operated by Cirrus Aviation, LLC, of McMinnville, Oregon. The private pilot and two passengers on board the airplane were fatally injured. Visual meteorological conditions prevailed, and no flight plan was filed for the personal flight, which was being conducted in accordance with 14 CFR Part 91. The local flight departed the McMinnville Municipal Airport (MMV), at 1700.

In an interview with the NTSB investigator-in-charge (IIC), the owner of the fixed base operation where the airplane was rented reported that the pilot and his two passengers were going on a local flight; however, the destination and intent of the flight was not known. The owner stated that the pilot told her that he planned to return at approximately 1900. Subsequent to the pilot's failure to return at the specified time, an alert notification (ALNOT) was issued for the missing aircraft at 2259. Approximately 1400 on October 15, 2004, the aircraft was located in dense forested mountain terrain approximately 7 nautical miles southwest of Grand Ronde, and 2 nautical miles northeast of Saddle Bag Mountain.

A hunter who was in the general vicinity of the crash site on the evening of the accident reported hearing an airplane, then looked up to see a light aircraft approaching [from] a southerly direction toward his position. The hunter stated that he was rather surprised to see a plane in the air [during] the late afternoon hour, and that it made a circle over the area to the northwest in a deliberate manner, as though it was looking for something, "...taking aerial photography or spotting elk." The hunter related, "I was a little concerned about his altitude, which seemed to be rather low for the hilly terrain and timber. [As] the plane was closer I noted the red fuselage with white markings. It looked very slow, almost at stall speed. The tail seemed to be lower than the front. I listened hard for any indication of engine trouble, sputtering, uneven rpms, etc. The engine sounded smooth and powerful. Then it disappeared over the timber to the east." The hunter reported that about 10 to 15 minutes later the [airplane] returned overhead. The hunter stated, "It had a similar low altitude, and was headed east again. It flew over the clear cuts and disappeared over the timber. I found out later that the aircraft I had seen and the aircraft that had crashed were the same aircraft."

On October 15, 2004, representatives from the National Transportation Safety Board, the Federal Aviation Administration, and The New Piper Aircraft visited the accident site to examine the wreckage. That afternoon the aircraft was recovered to a secure location for further investigation, which would be supervised by the IIC.

Aircraft information

The 1971 model Piper PA-28-140 airplane, serial number 28-7125249, was a single-engine, low wing, fixed landing gear airplane. The airplane was powered by a four cylinder, air-cooled, normally aspirated Lycoming O-320 engine, rated at 150 horsepower. The airplane was configured to carry a maximum of four occupants.

A review of maintenance records revealed that the last annual inspection was completed on April 21, 2004, with a total airframe time of 3,930 hours. The review of the engine maintenance logs showed that the engine underwent its most recent 100 hour inspection on August 19, 2004, with a tach time of 4034.06 hours, a total time on the engine of 2823.7 hours, and 723.7 hours since its last major overhaul. The last major overhaul on the engine was conducted on April 19, 1997.

Personnel information

The pilot received his private pilot certificate with a single-engine land rating on October 4, 2003. According to the pilot's logbook, the last entry prior to the accident flight revealed that he had accumulated 111.3 total flying hours, with 41.8 hours in make and model.

The pilot held a third class medical certificate with no restrictions, dated October 4, 2002.

Meteorological information

At 1753, the weather reporting facility at the McMinnville Municipal Airport, located 32 nautical miles northeast of the accident site, reported wind 040 degrees at 7 knots, visibility 10 statute miles, sky clear, temperature 24 degrees C, dew point 12 degrees C, and an altimeter setting of 30.03 inches of Mercury.

Wreckage and impact information

Examination of the accident site by the NTSB IIC and representatives from the Federal Aviation Administration, Lycoming Engines, and The New Piper Aircraft revealed that the aircraft came down through a tall stand of mature trees on a magnetic heading of approximately 350 degrees, with a wreckage distribution path of 124 feet measured along a magnetic heading of 352 degrees. The beginning of the wreckage path began at tree approximately 80 feet high, with the wreckage located within 30 feet of the tree. The wreckage came to rest inverted in dense, wooded, mountainous terrain on an upslope of approximately 40 to 50 degrees and lying perpendicular to the slope. A Global Positioning System (GPS) recorded the accident location at 45 degrees 00.965 minutes North latitude, 123 degrees 44.820 minutes West longitude, at an elevation of 2,350 feet. All major components of the airplane were accounted for in the main wreckage area. A post-accident fire consumed the cockpit, fuselage, both inboard wing sections, and a portion of the empennage.

The left wing was separated from the fuselage at its wing root and located in the main wreckage area. The wing was destroyed and exhibited thermal damage and sooting. The wing came to rest oriented upslope at approximately a 45 degree angle resting against a tree, which was impaled into the wing's leading edge about 5 feet inboard of the wing root. The wing's flap remained attached to the wing at all of its attach points. The position of the flap prior to impact could not be determined due to impact damage. The left aileron was separated from the left wing and found under the tail section of the airplane. The wing's fuel tank had been breached. The lower half of the right main landing gear was broken and separated from the wheel well.

The right wing was separated from the fuselage and located inverted and perpendicular to the wreckage distribution path. The wing's carrythrough spar was bent and twisted to a point outboard from the wing root for about 7 feet. The aileron remained attached to the wing at the two outboard attach points, and the flap remained attached to the wing at its two inboard attach points. The position of the flap prior to impact could not be determined due to impact damage. The wing exhibited thermal damage and sooting, and its fuel tank was breached. The right main landing gear was broken and separated from the wheel well.

The aircraft's empennage was found laying on the left side of the vertical stabilizer, with the right side of the stabilator pointing upslope at an angle estimated at 45 degrees. The rudder, vertical stabilizer and stabilator remained attached to the empennage at all attach points. All components of the empennage exhibited thermal damage and sooting. The stabilator trim setting was observed at 9 threads, which equates to a slight nose up attitude.

The engine came to rest in an inverted position but still attached to the engine mount. A detailed examination of the engine was conducted after the aircraft had been recovered from the accident site to a secure location.

The cockpit and cabin areas were destroyed and consumed by fire. The only instrument which was identifiable was the airspeed indicator, which indicated 50 knots. All other cockpit instruments were d