SEA07FA246

Terrain clearance was not maintained while maneuvering. A low altitude during the maneuver and hilly terrain were factors.

The private pilot/owner of the airplane departed from his home base airport and landed at another airport to pick up another pilot/certified flight instructor (CFI). From this point, the flight departed to a local area airport where per data collected from the GPS indicated that the flight accomplished several race track orbits in what appeared to be a holding pattern. The flight then proceeded southbound to another airport where a landing was made. The pilots ate dinner and fueled the airplane before departing further south where the flight again executed three obits in a holding pattern over an airstrip before continuing on to another airport where another set of race track type holding patterns were executed approximately 3.5 miles southwest of the eventual accident site. The flight then flew west-northwesterly toward the area of the accident site where the tracking stopped. Family members to both pilots reported that the CFI had been giving the private pilot flight instruction for an instrument rating. The family members to the CFI, who were also witnesses, reported that it was common practice that when the CFI returned home from working in another state, he would fly over his family residences which notified them that he was home. He would then fly to a nearby airport where he kept his vehicle. The accident site was located across the road from the family residences. The CFI's family members reported hearing a low flying airplane in the area and assumed that it was his flight. The airplane was not observed, but they did report hearing the sound of a collision. Another witness, not a family member, reported that he observed a low wing airplane flying about treetop height down the canyon before it made a turn back up the canyon. The accident site was located on hilly terrain in a clear cut area covered with tree stumps and piles of slash. Evidence gathered at the site indicated that the aircraft collided with the terrain in a left wing low attitude. Post-accident examination of the airframe and engine did not disclose any evidence to support a mechanical failure or malfunction. It was not determined which pilot was manipulating the flight controls at the time of the accident.

HISTORY OF FLIGHT On September 12, 2007, about 1845 Pacific daylight time, a Piper PA-28-140, N6735J, registered to and operated by the private pilot, collided with the terrain near Alsea, Oregon. Visual meteorological conditions prevailed at the time and no flight plan was filed for the 14 CFR Part 91 flight. The airplane was substantially damaged and the private pilot and pilot rated passenger/Certified Flight Instructor (CFI) were fatally injured. The airplane departed from Salem, Oregon, at 1732. An intermittent emergency locator transmission was picked up at 2250, however a search was not initiated until September 13, when the airplane was reported overdue to local authorities. The wreckage was located about 1400 on September 13, 2007. Family members to both pilots reported that the CFI had been giving the private pilot flight instruction for an instrument rating. It was also reported that it was common practice that when the CFI returned home from working in another state, he would fly over his father's and grandparent's residences in the Alsea area which notified them that he was home. He would then go to the Eugene, Oregon, Airport where he kept a vehicle. The accident site was across the road from the CFI's parents and grandparents homes. The family members reported that they heard a low flying airplane in the area and assumed that it was his flight. The airplane was not observed, but they did report hearing the sound of a collision. Family members searched around the area, but did not locate the accident site until the next day. One resident in the area stated that he observed a low wing airplane flying about treetop height, down the canyon before it made a turn back up the canyon to the east and over the houses. He reported that the flaps were partially extended, but he could not get a registration number as the wings were raising and lowering. The airplane then turned to the north and descended. This witness stated that it did not appear that the airplane was having an emergency, but "He looked like he was trying to impress someone." No one observed the collision which was located in a clear cut area behind a dense stand of trees which blocked the wreckage from a road. The family residence was on the opposite side of the road. PERSONNEL INFORMATION The private pilot in the left seat began flight training in April 2005. Logbook entries indicated that the private pilot received his primary flight training from the right seated CFI. The private pilot was issued his private pilot certificate in single-engine land aircraft in October 2006. The logbook also indicated in the remarks section for a flight on December 21, 2006, "Alsea and back." The first flight in the accident airplane was on August 5, 2007, when the airplane was purchased. The private pilot and the right seated CFI flew the airplane from North Carolina to Oregon. The CFI endorsed the first 4 flights from August 5 to August 15 as "pilot-in-command, flight instruction." The private pilot logged the flights as "flight training, cross country". All remaining flights logged by the private pilot up to the time of the accident were in the accident airplane and the pilot logged those flights as pilot-in-command. At the time of the accident, the private pilot had accumulated a total flight time in all aircraft of 138 hours, with 69 hours as pilot-in-command. A total time of 43 hours had been accumulated in the accident airplane, with 21 hours as pilot-in-command. The CFI seated in the right seat held certificates for commercial pilot and flight instructor in airplane single and multi-engine land aircraft. The CFI was also certified for instrument instruction. At the time of the accident, the CFI's flight logbook indicated that he had accumulated a total flight time in all aircraft of 1,557 hours. This logbook which began in April 2006, indicated a total flight time of 779 hours which had been forwarded from a previous logbook. From April 2006 to the time of the accident, the logbook indicated a total flight time in the make and model aircraft involved in the accident of 22 hours. These hours mirror the flight times as found in the private pilot's flight logbook when they flew together. The logbook indicated that the last flight in the accident airplane was on August 15, 2007, logged as an instrument instruction flight in Billings, Montana, with the private pilot. The CFI remained in Billings as he was employed as a pilot for a commercial flight operation flying a Beech 1900 as second-in-command. The private pilot then flew the airplane solo, as pilot-in-command, the remaining distance to his home base at Stark's Twin Oaks, Hillsboro, Oregon. Both pilots held current Federal Aviation Administration issued medical certificates. It is unknown which of the two pilots was manipulating the flight controls at the time of the accident. The airplane was equipped with dual flight controls that both pilots had access to. AIRCRAFT INFORMATION The airplane was manufactured by Piper Aircraft in 1968 as a low-wing aluminum alloy construction, with a 160 horsepower Lycoming O-320-E2A engine. At the time of the accident the airframe had accumulated a total flight time of approximately 4,910 hours. The engine had accumulated a total of 665 hours since overhaul in August 1998. WRECKAGE AND IMPACT INFORMATION The wreckage was located on hilly terrain in a clear cut area at an elevation of about 300 feet mean sea level (msl) that was covered with tree stumps and piles of slash. One single dead tree about 40 feet in height, was at the top of the slope that rose in elevation about 100 feet above the main wreckage. No evidence of a collision to this tree was found. The wreckage distribution path was in a southwesterly direction. The first indication of ground impact was near a downed log where fragments of the left wing tip and the red anti-collision light were found. Just beyond this disturbance, evidence of impact damage to the downed log was noted where the nose landing gear and other debris were found. Just beyond the log, the propeller was found followed by two sections of the left wing. The inboard section of the left wing separated at the wing root. The outboard section displayed leading edge damage and separated at rivet lines outboard of the fuel tank rib at station 88.75, ran outboard along the spar and then ran aft along rib station 106.19. The left wing displayed a 45 degree aft traveling crush line at the tip. The flap and aileron remained attached to their respective hinges. The main wreckage was located about 100 feet from the initial ground disturbance and was upright with the right wing attached at the wing root. The outboard section of the wing was folded downward at wing stations 125.45 and 106.29. The flap and aileron remained attached to their respective hinges. The aft fuselage and empennage remained attached. The engine and cockpit instrument panel were positioned under the cabin area. All flight control surfaces were accounted for at the accident site. The wreckage was recovered from the accident site and follow-up inspection of the airframe and engine was performed. Flight control continuity was established throughout the airframe. All control cable separation points were either from cable cuts by recovery personnel, or separation points as a result of structure deformation. Engine inspection and teardown found that the crankshaft rotated by hand and accessory gear and valve train continuity was established. Compression was established at all cylinders. Both magnetos when rotated by hand produced a spark from all leads. All spark plugs displayed normal operating signatures. Both fuel and oil screens were clear of contaminants. The oil pan was crushed inward, however, evidence of oil was present. The carburetor was damaged, however, an odor of fuel was