History of Flight
On August 7, 2009, at about 1200 Pacific daylight time, a Navion A registered as N4898K was substantially damaged during an in-flight breakup near Adrian, Oregon. The pilot, who had recently purchased the airplane, was operating under 14 CFR Part 91. The private pilot and two passengers were killed. The cross-country personal flight departed Jerome Country Airport, Jerome, Idaho, about 1030, with a planned destination of Ilwaco, Washington. Instrument meteorological conditions prevailed; no flight plan was filed.
The pilot's uncle stated that the pilot was flying himself, his brother, and his father for a weekend fishing trip. The flight departed from a private landing strip in Idaho to Jerome, where 35.6 gallons of fuel were added.
Recorded radar data from the FAA showed primary returns from Jerome heading west to Murphy, Idaho. The track continued west, then made a 180-degree course reversal, diverted northeast, and continued west for about 10 miles before temporarily disappearing. The returns resumed after about 4 miles and made a right 360-degree turn. The accident site was within that turn.
A Magellan 315 GPS receiver was found in the wreckage. Its track began at a private airstrip and continued to Jerome Airport, where a 35-minute lapse occurred. After departure, the flight path went northwest along the Snake River, then west over mountains. At a point, it reversed course east-northeast for about 13 miles, then headed west again at about 7,300 feet msl. Approaching Succor Creek Canyon, it made a right turn forming a hook shape about 1.5 miles in diameter. The last nine hits occurred over 2 minutes 33 seconds, with a 275-foot elevation increase between the last two hits. Wreckage was located about 2,000 feet ahead of the last hit at an elevation of 3,900 feet.
Personnel Information
The 32-year-old pilot received his private pilot certificate in September 2000 without an instrument rating. His most recent third-class medical certificate was issued July 20, 2006, with no limitations. He reported 57 hours of flight time on his last medical application.
Aircraft Information
The Navion A, serial number NAV-4-1898, was manufactured in 1949. The most recent annual inspection was performed December 8, 2008, at a total time of 1,490.2 hours. The Teledyne Continental Motors E225-4 engine, serial number 35064-D-2-4, was last overhauled at 970 hours. The only maintenance records found listed an annual inspection at 1,327.6 hours in April 2005.
Meteorological Information
The closest weather facility, near Owyhee Ridge about 13 miles from the site, recorded at 1141 a temperature and dew point of 49°F, both dropping to 48°F by 1211. Overcast conditions at 2,900 feet agl were reported. An upper level disturbance brought extensive clouds and precipitation. Satellite imagery showed nimbostratus clouds. Observations indicated light rain and mist, with measurable precipitation of 0.05 inches per hour and ceilings overcast between 2,000 and 2,900 feet agl. Cloud tops were 20,000 feet msl; freezing level at 9,250 feet msl supported light to moderate rime to mixed icing. The WSR-88D from Boise detected light intensity echoes. Advisories included IFR conditions, mountain obscuration, icing between 9,000 and 22,000 feet, and moderate turbulence below 15,000 feet.
Wreckage and Impact
The accident site was in the eastern canyon of Succor Creek, about 25 nm south of Adrian. Main wreckage at 43°26.389′N, 117°05.158′W, elevation 3,900 feet. Direct distance from Jerome to Ilwaco is about 530 miles on a bearing of about 300°. The site was about 25 miles south of that direct path and about 140 miles from Jerome on a bearing of 290°.
The terrain rises westward from Owyhee Valley (elevation 2,700 feet) to mountains over 5,000 feet. Succor Creek Canyon is north-south, 2-3 miles wide, over 30 miles long. Debris scattered over 1,000 feet on a west-facing slope.
Medical and Pathological Information
The FAA CAMI performed toxicological screenings on the pilot; evidence of putrefaction was found.
Tests and Research
Investigators examined the wreckage on May 5-6, 2010. The fuselage was separated into four sections. The aft shear web attach-point showed deformation and rivet hole elongation. Left wing fuselage attach fitting was ripped upward; left lower longeron twisted and fractured. Left wing attach point showed torsional deformation. Forward spar rivets were sheared; the spar was curved upward. Left wing had a diagonal crease from outboard leading edge to inboard trailing edge. Left flap had a similar crease.
The right wing was separated into several pieces. Inboard section splayed open, outboard section attached, inboard aft area with wheel attached, upper skin peeled away, and a section with right flap attach point embedded. Bottom spar cord had a 45-degree fracture; upper cord had various fracture surfaces. Station 50 showed upward bending. Aileron fitting was down and outward. Outboard section had paint stripped away.
Left horizontal stabilizer was intact with deformation near aft inboard section. Beam assembly (aft spar) had aft rivets sheared; root attach plate intact. Left portion of beam assembly had aft torsional twisting. Elevator was not attached, bent upward with apex at mid-span; leading edge twisted upward.
Right horizontal stabilizer remained attached to beam assembly and entangled with vertical stabilizer and tail cone. Elevator was attached. Skin had diagonal creases from forward inboard to aft outboard. A similar crease on elevator.
Vertical stabilizer intact; rudder attached; stops showed no abnormal contact.
Engine case broken open; accessories located nearby. Propeller attached, both blades curled forward, one missing tip. No evidence of mechanical malfunction or failure with engine or airframe.