SEA05FA072

A pilot and his passenger flying a Cessna 170 reported that they observed a small airplane on approach, to the east, to a small airstrip. The passenger watched the aircraft on final approach to the point where a go-around was initiated. She was not sure if the aircraft actually touched down or not. She watched it as it pulled up over the trees and continued to the east. She momentarily lost sight of the aircraft due to interference with the frame of the door of the aircraft she was in. When she tried to find the aircraft again, she spotted a plume of smoke. Witnesses near the accident site reported that the aircraft was seen traveling in an easterly direction, very low and near the tree line just before the collision with several trees. The witnesses reported that the engine was running, but seemed like it was strained or not at full power. The local area Paramedic who tended to the pilot before he was airlifted to a hospital reported that he asked the pilot if he had a medical condition, which the pilot responded that he did not. The pilot was also able to recall the day and date and further reported to the paramedic that he "overshot his landing," and that either the "winds or wing flipped him over." At the time of the accident, the winds were from the west at ten knots. During the post-accident inspection of the airframe and engine, no evidence of a mechanical failure or malfunction was found.

History of flight

On April 8, 2005, about 1600 Pacific daylight time, a Stinson 10-A, N39482, registered to and flown by the pilot as a 14 CFR Part 91 personal flight, collided with trees and subsequently the terrain near Oak Harbor, Washington. Visual meteorological conditions prevailed at the time and no flight plan was filed. The aircraft was destroyed by impact damage and a post-crash fire. The private pilot survived the accident, but succumbed to his injuries the next day. The passenger was fatally injured at the accident site. The aircraft departed from the pilot's private airstrip at an unknown time. A family member reported that a fuel receipt was found indicating that the aircraft took on fuel about 1400 on the day of the accident from Skagit Regional, Mount Vernon, Washington. The airstrip was located within one-quarter of a mile northwest of the accident site.

A pilot and his passenger flying a Cessna 170 reported that they were traveling from Boeing Field, Seattle, Washington, to Friday Harbor, Washington. About 1600, they were flying westbound at 1,800 feet and the pilot was in contact with Whidbey NAS at the time. As they were traveling over Whidbey Island, he stated that his passenger said that she was watching a small airplane on approach, to the east, to a small airstrip. She watched the aircraft on final approach to the point where a go-around was initiated. She was not sure if the aircraft actually touched down or not. She watched it as it pulled up over the trees and continued to the east. She momentarily lost sight of the aircraft due to interference with the frame of the door of the aircraft she was in. When she tried to find the aircraft again, she spotted a plume of smoke. The passenger notified the pilot, who in turn contacted Whidbey NAS to report the accident and circled the area.

Witnesses near the accident site reported that the aircraft was seen traveling in an easterly direction, very low and near the tree line just before the collision. The witnesses reported that the engine was running, but seemed like it was strained or not at full power.

The local area Paramedic who tended to the pilot before he was airlifted to a Seattle area hospital reported that he asked the pilot if he had a medical condition, which the pilot responded that he did not. The pilot was also able to recall the day and date and further reported to the paramedic that he "overshot his landing," and that either the "winds or wing flipped him over." The paramedic stated that this conversation was early in the call when the pilot made these statements, and at this time, his level of consciousness was good and he was oriented. As the call progressed, and in preparation for transport, the pilot's level of consciousness decreased.

Personnel information

At the time of the accident, the pilot held a private pilot certificate for single-engine land aircraft which was issued in May 1992. A review of the pilot's flight logbook indicated that the pilot had accumulated approximately 279 hours in all aircraft, with 205 hours as pilot-in-command. The first flight logged in the Stinson was in April 2002. The pilot had accumulated approximately 136 hours in the Stinson, with 125 hours as pilot-in-command at the time of the accident.

Two entries in the remarks section of the logbook indicated that landings had been made to the east at the pilot's airstrip. One entry indicated that a takeoff was made with a tailwind.

A flight review was accomplished on April 1, 2004, in the Stinson 10-A.

Federal Aviation Administration medical records division indicated that the most recent medical certificate issued to the pilot was a third class medical certificate dated October 17, 2002. No waivers or limitations were reported at this time.

Aircraft information

A review of the maintenance logbooks indicated that the last annual inspection was accomplished on October 3, 2002. At this time, the total airframe time was estimated as 3,034.25 hours. The mechanic made a note in the entry indicating that the tachometer was not recording correctly and stated that all flights were to be logged until the tachometer was fixed. Entries in the pages following the inspection indicate that the pilot had been logging flight times. The entries also indicated that the pilot was accomplishing maintenance on the aircraft to include the landing gear, wheels and brakes. The pilot also indicated an engine oil leak. The entries indicated that he replaced the engine starter and installed flex/exhaust and a new muffler bracket. He also Installed a new carburetor and heat shroud, and worked on the flap return spring and repaired and patched fabric. The pilot is not a Federal Aviation Administration certificated airframe and powerplant mechanic.

The last entry before the accident was on March 30, 2005. At this time the aircraft had accumulated approximately 3,127.6 hours.

Meteorological information

Whidbey Naval Air Station (NUW), the nearest weather reporting facility located seven nautical miles north of the accident site reported at 1555, few clouds at 3,000 feet. Visibility was 10 miles. The temperature was 11 degrees C, and the Dew Point was 6 degrees C. The wind was from 290 degrees at 10 knots. The altimeter setting was 29.77" Hg.

Wreckage and impact information

An on site investigation was accomplished on April 9, 2005, by investigators from the National Transportation Safety Board and Federal Aviation Administration.

The wreckage was located on flat ground which was covered with tall trees and dense underbrush. The tree height varied to as high as 150 feet. The accident site coordinates were 48 degrees 15.349' North latitude by 122 degrees 42.973' West longitude at a ground elevation of approximately 180 feet mean sea level.

The airstrip that the flight was landing at was located approximately 800 feet northwest of the accident site. The airstrip runs approximately 80/260 degrees and is approximately 1,000 feet in length, grass covered and about 75 feet wide. The airstrip elevation is approximately 190 feet mean sea level.

The fuselage was laying on its left side with the nose pointing to 60 degrees. The left wing remained in position to the fuselage and was laying on top of downed branches and underbrush. Both the flap and aileron control surfaces, although heat distressed, remained attached to their respective hinges. Both front and aft lift struts remained attached at the wing surface. The attach points at the fuselage were heat distressed.

The fuselage frame structure was intact with the covering burned away. The right wing structure was folded over about mid-span and on top of the right side of the fuselage. The covering was burned away. Evidence of the flap and aileron structure was noted. The cockpit area aft to the empennage was destroyed by fire. Minimal damage was noted to the empennage and associated control surfaces. All fixed and movable control surfaces remained attached in their respective positions. The flight control cables and push-pull tubing remained attached to their respective points fore and aft. Part of the elevator control tubing was burned away in-between attach points.

From the main wreckage on a magnetic heading of 280 degrees, evidence of a freshly broken tree trunk was noted about 30 feet away. Several branches appeared to have extended from this trunk and were positioned underneath and on top of the wreckage. Continuing on the same heading of 280 degrees for several hundred feet further beyond the broken tree, evidence of tree top branches were noted to be broken. These trees were at least 100 feet in height.

The engine remained attached to the firewall. One wooden propeller blade remained attached to the propeller hub and was intact. The other propeller blade was broken near the hub. A section of the tip of the propeller bl