WPR12FA020

The pilot was unable to see the other aircraft to avoid a collision.

Aircraft 2 A Beech V35 and Piper PA-44-180 collided in flight in a common practice area for airwork. The flight instructor in the Piper reported that at an altitude of about 7,500 feet mean sea level (msl), he told the pilot receiving instruction to conduct a simulated emergency descent. The instructor stated that the pilot receiving instruction executed the simulated emergency descent and recovered to cruise flight at an altitude of about 4,500 feet msl before they continued toward a local airport. As the flight continued, the instructor observed a single-engine airplane that appeared to be on a converging course, and he transmitted a position report on the intended destination airport's common traffic advisory frequency. The instructor stated that after making a slight heading change and descent, he re-established visual contact with a single-engine airplane, which was then behind and above the Piper’s position. He then scanned the area ahead of the Piper’s position from left to right. The instructor said he then felt a jolt along with a violent shudder in the airplane followed by an uncommanded left roll and yaw. The instructor took control of the airplane and made a forced landing to a nearby open field. Review of recorded radar data revealed that the Piper was on a northwesterly heading at 7,700 feet msl when it initiated a right descending turn. Meanwhile, the Beech was traveling on a continuous northeasterly heading at an altitude of about 2,400 feet msl. The last recorded radar target for each airplane before the collision showed that the airplanes were on converging paths; the Piper was at 2,800 feet msl on a northeasterly heading and maneuvering west of the Beech, which was at an altitude of about 2,400 feet msl on a north-northeasterly heading. During examination of the recovered wreckage, transfer marks were identified consistent with the radar-derived collision angle. Both airplanes were operating in visual conditions when they collided. Based on the relative positions of the airplanes, and given the other airplane traffic in the area, it seems likely that the single-engine airplane the Piper instructor observed before the collision was not the Beech with which the collision occurred. It could not be determined if either pilot could see the other just before the collision; however, based on the airplanes’ relative positions and flight attitudes, it seems unlikely. The Piper was maneuvering in a left bank at the time and it is likely that the Piper’s wing and engine blocked the Beech from the Piper pilot's field of vision. Additionally, the Beech pilot’s view of the Piper, which was above and to the left of his flight path, would likely have been blocked by the airplane’s door post and cabin roof structure. --- Aircraft 1 A Beech V35 and Piper PA-44-180 collided in flight in a common practice area for airwork. The flight instructor in the Piper reported that at an altitude of about 7,500 feet mean sea level (msl), he told the pilot receiving instruction to conduct a simulated emergency descent. The instructor stated that the pilot receiving instruction executed the simulated emergency descent and recovered to cruise flight at an altitude of about 4,500 feet msl before they continued toward a local airport. As the flight continued, the instructor observed a single-engine airplane that appeared to be on a converging course, and he transmitted a position report on the intended destination airport's common traffic advisory frequency. The instructor stated that after making a slight heading change and descent, he re-established visual contact with a single-engine airplane, which was then behind and above the Piper’s position. He then scanned the area ahead of the Piper’s position from left to right. The instructor said he then felt a jolt along with a violent shudder in the airplane followed by an uncommanded left roll and yaw. The instructor took control of the airplane and made a forced landing to a nearby open field. Review of recorded radar data revealed that the Piper was on a northwesterly heading at 7,700 feet msl when it initiated a right descending turn. Meanwhile, the Beech was traveling on a continuous northeasterly heading at an altitude of about 2,400 feet msl. The last recorded radar target for each airplane before the collision showed that the airplanes were on converging paths; the Piper was at 2,800 feet msl on a northeasterly heading and maneuvering west of the Beech, which was at an altitude of about 2,400 feet msl on a north-northeasterly heading. During examination of the recovered wreckage, transfer marks were identified consistent with the radar-derived collision angle. Both airplanes were operating in visual conditions when they collided. Based on relative positions of the airplanes, and given the other airplane traffic in the area, it seems likely that the single-engine airplane the Piper instructor observed before the collision was not the Beech with which the collision occurred. It could not be determined if either pilot could see the other just before the collision; however, based on the airplanes’ relative positions and flight attitudes, it seems unlikely. The Piper was maneuvering in a left bank at the time and it is likely that the Piper’s wing and engine blocked the Beech from the Piper pilot's field of vision. Additionally, the Beech pilot’s view of the Piper, which was above and to the left of his flight path, would likely have been blocked by the airplane’s door post and cabin roof structure.

HISTORY OF FLIGHT On October 25, 2011, about 1610 Pacific daylight time, a Piper PA-44-180, N3062H, registered to and operated by Hillsboro Aviation, Hillsboro, Oregon, as a Title 14 Code of Federal Regulations (CFR) Part 91 instructional flight and a Beech V35, N5938S, registered to and operated by a private individual as a Title 14 CFR Part 91 personal flight, collided midair about 5 miles northeast of St. Paul, Oregon. The Beech was destroyed and the Piper was substantially damaged. The airline transport rated pilot in the Beech sustained fatal injuries. The certified flight instructor (CFI) and private pilot receiving instruction in the Piper were not injured. Visual meteorological conditions prevailed, and no flight plan was filed for either flight. The local flight for the Piper originated from the Mc Minnville Municipal Airport (MMV), Mc Minnville, Oregon, about 1536, destined for the Aurora State Airport, Aurora, Oregon. The local flight for the Beech originated from the Stark's Twin Oaks Airport, Hillsboro, Oregon, at 1539. In a written statement to the National Transportation Safety Board investigator-in-charge, the CFI onboard the Piper reported that following an uneventful departure from MMV, they climbed to an altitude of about 5,500 feet mean sea level (msl), and conducted a series of maneuvers including slow flight, steep turns, and stalls, prior to climbing to an altitude of about 7,500 feet msl. He then briefed the pilot receiving instruction on the procedures for a simulated emergency descent while conducting various clearing turns and announcing their intentions on the common traffic advisory frequency (CTAF) for the practice area (122.75 mhz) and UAO (122.7 mHz). The CFI stated that the pilot receiving instruction then executed the simulated emergency descent, and recovered to cruise flight at an altitude of about 4,500 feet msl. The flight then proceeded on a northerly heading towards UAO with the intent of entering the airport traffic pattern. The CFI added that while on a northerly heading, he switched to the UAO CTAF and announced their location, altitude, and intentions. The CFI further reported that while maintaining an altitude of 4,500 feet msl, he was scanning the area for traffic and observed a single-engine airplane at the 5:30 to 6 o'clock area and above their altitude. The CFI stated that the traffic was on a convergence course towards their location and appeared to be in a slightly steeper than average descent. He instructed the pilot receiving instruction to initiate a left descending turn in an effort to avoid the observed traffic and transmitted a position report on the CTAF for UAO. Following an approximate 10 to 20-degree heading change, the CFI re-established visual contact with the single-engine aircraft that was behind and above his position. The CFI then looked forward and scanned from the 9 o'clock to 3 o'clock position. Subsequently, he felt a jolt along with a violent shudder in the airplane followed by an un-commanded left roll and yaw. The CFI immediately took control of the airplane, and thought they had possibly struck geese. He then initiated an emergency forced landing to a nearby open field. Witnesses located in various aircraft adjacent to the accident site reported that prior to the collision; they observed the Beech V35 on a northerly course in cruise flight. Review of recorded radar data obtained from the Federal Aviation Administration (FAA) revealed that at 2208:15, the Piper was traveling in a northwesterly heading at 7,700 feet msl until 2308:39, where a descent was observed. The data depicted the Piper continuing a descent and initiating a right descending turn while the Beech was traveling on a northeasterly heading at an altitude of 2,400 feet msl. The last recorded radar target at 2310:03 for each airplane prior to the collision depicted both airplanes on a converging path over the Champoeg State Heritage Area. The Piper was observed at an altitude of 2,800 feet on a northeasterly heading located west of the Beech, which was at an altitude of 2,400 feet msl on a north-northeasterly heading. Further review of the radar data revealed a third airplane located south of both accident airplanes at an altitude of 3,900 feet. PERSONNEL INFORMATION Piper PA-44-180 The certified flight instructor of the Piper, age 31, held a commercial pilot certificate with airplane single-engine land, airplane multiengine land, and instrument airplane ratings. He also possessed a flight instructor certificate with airplane single-engine land, airplane multiengine land, and instrument airplane ratings. A first-class airman medical certificate was issued on July 1, 2011, with no limitations. The pilot reported on his most recent medical certificate application that he had accumulated 1,600 total flight hours. The pilot receiving instruction in the Piper PA-44-180, age 23, held a private pilot certificate with airplane single-engine land and instrument airplane ratings. A first-class airman medical certificate was issued on July 29, 2010, with no limitations. The pilot reported on his most recent medical certificate application that he had accumulated 55 total flight hours. Beech V35 The pilot of the Beech, age 58, held an airline transport pilot certificate with airplane multiengine land ratings and a commercial pilot certificate with an airplane single-engine land rating. He also possessed a flight instructor certificate with airplane single-engine land, airplane multiengine land, and instrument airplane ratings. A third-class airman medical certificate was issued on March 19, 2011, with the limitation "must have available glasses for near vision." The pilot reported on his most recent medical certificate application that he had accumulated 2,250 total flight hours. AIRCRAFT INFORMATION Piper PA-44-180 The four-seat, low-wing, retractable-gear, twin-engine airplane, serial number (S/N) 44-7995165, was manufactured in 1978. It was powered by a Lycoming O-360-E1A6D (serial number L-152-77T) and Lycoming LO-360-E1A6D (serial number L-430-72T) engines, rated at 180 horse power. The airplane was also equipped with a Hartzell model HC-C2YR-2CLEUF and HC-C2YR-2CEUF adjustable pitch propellers. The paint theme on the airplane was predominately a maroon red color along the bottom of half of the fuselage and engine nacelles, with white along the upper portion of the fuselage, engine nacelles, and wings. Beech V35 The four-seat, low-wing, retractable-gear, single-engine airplane, serial number (S/N) D-8145, was manufactured in 1966. It was powered by a Continental Motors IO-520-B (serial number D-8145) and, rated at 285 horse power. The airplane was also equipped with a Hartzell three-bladed adjustable pitch propeller. Review of photographs prior to the accident indicated that the paint theme on the airplane was predominately in white color with blue and green stripes along the fuselage from the nose to the empennage. The leading edge of the wings and bottom portions of the wing tip tanks were blue in color. The ruddervators were white in color, and the elevators and trim tabs were blue in color. Review of FAA records revealed that the V35 was equipped with pulsating high intensity lighting. METEOROLOGICAL INFORMATION A review of recorded data from the Aurora State Airport, Aurora, Oregon, automated weather observation station, located about 5 miles east of the accident site, revealed at 1553, conditions were wind from 360 degrees at 7 knots, visibility 10 statute miles, clear sky, temperature 14 degrees Celsius, dew point 4 degrees Celsius, and an altimeter setting of 30.37 inches of mercury. WRECKAGE AND IMPACT INFORMATION Examination of the accident site revealed that the wreckage of the two airplanes were scattered over an area of about 2 miles. Various debris including the empennage, tail cone, and rear seat, from the B