History of Flight
On October 25, 2011, at about 1610 Pacific daylight time, a Piper PA-44-180, registration N3062H, operated by Hillsboro Aviation as a Part 91 instructional flight, and a Beech V35, registration N5938S, operated by a private individual as a Part 91 personal flight, collided in midair approximately 5 miles northeast of St. Paul, Oregon. The Beech was destroyed, and the Piper sustained substantial damage. The airline transport rated pilot in the Beech sustained fatal injuries, while the certified flight instructor (CFI) and private pilot receiving instruction in the Piper were not injured. Visual meteorological conditions prevailed; no flight plan was filed for either flight.
The Piper's local flight originated from Mc Minnville Municipal Airport (MMV) at about 1536, destined for Aurora State Airport (UAO). The Beech's local flight originated from Stark's Twin Oaks Airport, Hillsboro, Oregon, at 1539.
The CFI aboard the Piper reported that after an uneventful departure from MMV, they climbed to 5,500 feet mean sea level (msl) and conducted maneuvers including slow flight, steep turns, and stalls. After climbing to 7,500 feet msl, they briefed a simulated emergency descent while making clearing turns and announcing intentions on the common traffic advisory frequency (CTAF) for the practice area (122.75 MHz) and UAO (122.7 MHz). The pilot receiving instruction executed the simulated emergency descent and recovered to cruise flight at 4,500 feet msl. The flight then proceeded northbound toward UAO. The CFI switched to UAO CTAF and announced their location, altitude, and intentions.
While maintaining 4,500 feet msl, the CFI observed a single-engine airplane at the 5:30 to 6 o'clock position and above, on a converging course and in a slightly steeper than average descent. He instructed the pilot receiving instruction to initiate a left descending turn to avoid the traffic and transmitted a position report on UAO CTAF. After a 10- to 20-degree heading change, the CFI reestablished visual contact with the single-engine aircraft behind and above. He then scanned forward. Subsequently, he felt a jolt and a violent shudder, followed by an uncommanded left roll and yaw. The CFI took control and initiated an emergency forced landing to a nearby open field.
Witnesses in nearby aircraft reported observing the Beech V35 on a northerly course in cruise flight prior to the collision.
Review of Federal Aviation Administration (FAA) radar data revealed that at 2208:15, the Piper was northwest-bound at 7,700 feet msl until 2308:39, when a descent began. The Piper continued descending and initiated a right descending turn while the Beech was northeast-bound at 2,400 feet msl. The last radar targets at 2310:03 showed both airplanes on a converging path over Champoeg State Heritage Area: the Piper at 2,800 feet on a northeast heading west of the Beech, which was at 2,400 feet on a north-northeast heading. A third airplane was located south of both at 3,900 feet.
Personnel Information
Piper PA-44-180
The CFI, age 31, held commercial pilot and flight instructor certificates with single-engine, multiengine, and instrument ratings. A first-class medical certificate was issued July 1, 2011, with no limitations. He reported 1,600 total flight hours.
The pilot receiving instruction, age 23, held a private pilot certificate with single-engine and instrument ratings. A first-class medical certificate was issued July 29, 2010, with no limitations. He reported 55 total flight hours.
Beech V35
The pilot, age 58, held an airline transport pilot certificate with multiengine ratings, a commercial pilot certificate with single-engine rating, and a flight instructor certificate with single-engine, multiengine, and instrument ratings. A third-class medical certificate was issued March 19, 2011, with the limitation "must have available glasses for near vision." He reported 2,250 total flight hours.
Aircraft Information
Piper PA-44-180 (serial number 44-7995165, manufactured 1978) was a four-seat, low-wing, retractable-gear, twin-engine airplane. It was powered by two Lycoming O-360-E1A6D and LO-360-E1A6D engines rated at 180 horsepower each, with Hartzell adjustable pitch propellers. The paint scheme was maroon red on the lower half of the fuselage and engine nacelles, with white on the upper fuselage, nacelles, and wings.
Beech V35 (serial number D-8145, manufactured 1966) was a four-seat, low-wing, retractable-gear, single-engine airplane. It was powered by a Continental Motors IO-520-B engine rated at 285 horsepower, with a Hartzell three-bladed adjustable pitch propeller. The paint scheme was predominantly white with blue and green stripes along the fuselage; wing leading edges and bottom portions of wing tip tanks were blue; ruddervators were white; elevators and trim tabs were blue. The aircraft was equipped with pulsating high intensity lighting.
Meteorological Information
At 1553, the Aurora State Airport automated weather observation station reported wind from 360 degrees at 7 knots, visibility 10 statute miles, clear sky, temperature 14°C, dew point 4°C, and an altimeter setting of 30.37 inches of mercury.
Wreckage and Impact Information
The wreckage of both airplanes was scattered over an area of about 2 miles. Debris including the Beech's empennage, tail cone, and rear seat, and the Piper's nose cowling were located throughout campgrounds A and B within Champoeg State Heritage Area.
The Beech came to rest upright in a heavily wooded area about 0.3 miles north of the heritage area and was mostly consumed by fire. The Piper came to rest upright in an open field about 1.5 miles west of the heritage area. An approximately 6-foot section of the Beech's roof and fuselage structure was found about 120 feet southeast of the Piper's main wreckage.
Both aircraft were recovered for further examination.
Medical and Pathological Information
The Oregon State Medical Examiner conducted an autopsy on the Beech pilot on October 26, 2011, determining the cause of death as "blunt force injuries." FAA's Civil Aeromedical Institute performed toxicology tests, which were negative for volatiles and drugs.
Tests and Research
Review of the FAA Visual Flight Rules Sectional Chart and Airport/Facility Directory indicated the accident site was about 7 miles southeast of an outlined high intensity flight training area. Numerous airports with various CTAF frequencies were within 15 miles of the site.
On October 28, 2011, the Garmin 430 GPS/Radio and Garmin SL30 radio were removed from the Piper and tested. The primary active frequency on the Garmin 430 was 122.700 MHz; secondary was 123.000 MHz. GPS position was N45 15.03', W122 52.64'. The active frequency on the SL30 was 135.670 MHz; secondary was 118.520 MHz. The Beech radios were not tested due to impact and fire damage.
Examination of recovered wreckage on July 25, 2012, revealed the Beech's inboard wing and forward fuselage exhibited thermal and fire damage. The separated fuselage section near the Piper showed scratches and maroon paint transfer marks at an approximate 59-degree angle from left to right. The Piper's wreckage had blue paint transfer on the bottom of the fuselage about 5 inches aft of the aft spar. The forward fuselage had inward crushing at a 45-degree angle. White paint transfer was observed on the right fuselage. The left propeller spinner had maroon paint transfer; one blade had a leading edge gouge with blue paint, and both blade tips were separated and found in the Beech wreckage. The right flap and aft engine nacelle showed upward bending and damage; blue paint transfer was on the right main landing gear strut.